JPS60236016A - Method and device for detecting running position of vehicle - Google Patents

Abstract

PURPOSE:To prevent the accumulation of errors by calculating the relative position with the reference position of a vehicle by finding the speed of yaw angle and running distance and by replacing the absolute position found by the radio wave transmitted from plural fixed stations on the running line with the relative position. CONSTITUTION:A yaw angle 100 is detected with a yaw rate sensor 10 and a running distance 102 with a running distance detector 12 and they are inputted into a present running position calculating circuit 18. By operating a key board 20 a relative present position of a vehicle 110 is calculated from the yaw angle 100 and running distance 102 and displayed on a running position indicator 22. Each radio station (not shown in the figure) on the course side transmits an answering radio wave 104 for a questioning radio wave 106 from a vehicle. It is received 14 by the vehicle side and the code of the fixed station is found and yet the radio wave propagating direction is detected. The present position detecting circuit 18 calculates the absolute position of a vehicle and corrects the relative present position 110 with the amendment of finding the difference in the direction each time. The accumulation of errors is thus prevented and a vehicle runs on a normal course.

Description

[Detailed Description of the Invention] [Field of Application of the Invention] [Background Art] The present invention detects a vehicle's current running position relative to a reference running position such as a starting position of the vehicle. In such a device, this relative current traveling position is determined based on information regarding the yaw angular velocity and traveling distance detected by a yaw rate sensor and a traveling distance detector.

However, the detected state quantities such as the detected yaw angular velocity and travel distance contain errors, so in the conventional method, there is a problem that errors accumulate in the detected relative current traveling position of the vehicle as the vehicle travels. was there.

[Objective of the Invention 1 The present invention has been made in view of the conventional problems mentioned in 11-1, and the object thereof is to provide a method for detecting the running position of a vehicle that can determine the accurate current running position of the vehicle, and a method for detecting the running position of the vehicle. The goal is to provide equipment.

[In order to achieve the object described in Structure J of the invention, the method according to the present invention detects the yaw angular velocity and traveling distance of the vehicle using a yaw rate sensor and a traveling distance detector, respectively, and detects the yaw angular velocity and the traveling distance of the vehicle by using the detected yaw angular velocity and the detected traveling distance. The current traveling position of the vehicle relative to the standard traveling position is calculated, and radio signals transmitted from a plurality of fixed stations placed along the vehicle traveling path and including fixed station installation position information are each received, and a predetermined number of radio signals are received. The absolute current traveling position of the vehicle is calculated based on the fixed station installation position information and the direction of arrival of each radio wave signal that includes the fixed station installation position information, and the absolute current driving position is calculated as the relative current driving position. It is characterized by being treated as a positive value.

In this way, the vehicle's absolute The absolute current driving position is calculated, and this absolute current driving position is treated as a positive value in place of the relative current driving position determined so far, so the relative current driving position is calculated every time the absolute current driving position is determined. This makes it possible to eliminate the errors included in the detection errors, thereby preventing the cumulative increase in detection errors.

On the other hand, in order to achieve the above object, the device according to the present invention includes a yaw rate sensor that detects the yaw angular velocity of the vehicle, a travel distance detector that detects the travel distance of the vehicle, and a plurality of sensors installed along the vehicle travel path. a radio wave receiving means for receiving a radio signal transmitted from the fixed station and including fixed station installation position information;
The current traveling position relative to the reference traveling position of the vehicle is calculated based on the detected yaw angular velocity and the detected traveling distance, and based on the arrival direction of each radio wave signal that includes a predetermined number of fixed station installation position information and the fixed station installation position information. The vehicle is characterized by comprising: a current driving position calculation circuit that calculates the absolute current driving position of the vehicle and treats the MA absolute current driving position as a positive value of the relative current driving position.

In this way, the absolute position of the vehicle can be determined based on the fixed station installation position information included in the radio wave signals transmitted from multiple fixed stations installed along the vehicle travel route and the direction of arrival of each radio wave signal containing such information. The current running position is calculated, and this absolute current running position is treated as a 1 [- value instead of the relative current running position determined up to that point. Therefore, each time the absolute current running position jσ is determined, the relative current running position is It becomes possible to eliminate errors included in the traveling position, and therefore it is possible to prevent a cumulative increase in detection errors.

[Embodiments of the Invention] Hereinafter, embodiments of an apparatus to which the present invention is applied will be described based on the drawings.

In the ST diagram, the yaw rate sensor 10 detects the yaw angular velocity, and the mileage detector 12 detects the vehicle's mileage. 12 is a traveling distance detection signal 1 that sends a number of pulses corresponding to the number of rotations of the wheels.
02 respectively (this current mileage detector 1
2, it is also possible to use a vehicle speed sensor that detects the vehicle speed, and in this case, a value obtained by time-integrating the detected vehicle speed is used).

A radio signal 104 transmitted from a roadside fixed station is received by the transceiver 14.

The fixed transmitter stations are located at predetermined intervals along the vehicle path and are capable of transmitting radio signals 104 in response to timing signals 106 transmitted from transceiver 14 .

The time signal 106 includes an I predetermined for each vehicle.
A D code (Identify code) is included, and is transmitted from the antenna 16 of the transceiver 14 in, for example, FM modulated form.

Furthermore, each of the fixed stations is installed in such a way that the vehicle side can receive the radio signal 104 and obtain an electric field strength that makes it possible to measure the direction of arrival.
6, a radio wave signal 104 can be transmitted, which includes the ID code of the vehicle that transmitted the matching signal 106, the ID code of the fixed station, and information on the installation location of the fixed station.

Note that this information contained in the distribution wave signal 104 is encoded, and is transmitted in, for example, FM modulated form.

Furthermore, the antenna 16 has unidirectionality in order to detect the arrival direction of the radio signal 104.

Yaw angular velocity detection signal 1OO5 Travel distance detection signal 1
02, the radio wave signal 104 is supplied to a current traveling position calculation circuit 18, and a keyboard 20 provided on an instrument panel and having a plurality of keys is connected to this current traveling position calculation circuit 18. By operating this keyboard 20, the weight is 1.! The current traveling position calculation circuit 18 is taught the reference traveling position (b) and the traveling direction of the vehicle at that position.

The current traveling position calculation circuit 18 has a yaw angular velocity detection signal 1
00 and the travel distance detection signal 102, the relative current travel position 11110 of the vehicle can be calculated, and the relative current travel position 110 can be supplied to the Q11 table small device 22 to display it. It is.

In this embodiment, a cathode ray display tube is used as the traveling position indicator 22, and the positive direction of the X axis of the traveling position indicator 22 is set to the east direction, and the positive direction of the X axis is set to the north direction. Relative current traveling position 110 of the vehicle to absolute plane coordinates H
can be displayed. Note that the current running position calculation circuit 18 can also treat the taught reference running position of the vehicle as the absolute current running position of the vehicle.

Here, the current running position calculation circuit 18 can calculate the absolute current running position of the vehicle based on a predetermined number of fixed station installation position information and the direction of arrival of each radio wave signal that includes the fixed station installation position information, and furthermore, It is possible to treat the absolute current traveling position calculated as a positive value of the relative current traveling position 110.

Further, the current running position calculation circuit 18 can determine an absolute reference direction (here, the above-mentioned X direction; in this embodiment, the X direction is also determined at the same time) from a plurality of absolute current running positions, and The initial traveling direction difference between the initial traveling direction of the Li vehicle at the running position and its absolute reference direction can be calculated, and the initial traveling direction difference is further added to the initial traveling direction to determine the absolute initial traveling direction of the vehicle at the initial direction correction position. The traveling direction can be calculated, and after the initial correction position, the relative current traveling position 110 can be calculated based on the absolute initial traveling direction of the vehicle.

Further, the current running position calculation circuit 18 can calculate the difference in both directions from a predetermined direction correction position after the initial direction correction position to the next absolute current running position and the relative current running position 110 corresponding to the position. , the direction in which the direction difference is added to the absolute initial traveling direction can be set as a new absolute initial traveling direction.

The current running position calculation circuit 18 can calculate and update the direction difference each time the absolute current running position is calculated.

Further, the current running position calculation circuit 18 calculates the distance difference from a predetermined distance correction position after the initial direction correction position to the next absolute current running position, and calculates the distance deviation of the relative current running position with respect to the absolute current running position. It is possible to calculate a distance correction coefficient by dividing the distance difference by the sum of the distance difference and the distance deviation, and to multiply the distance correction coefficient by a value related to the distance of the relative current traveling position. be.

Furthermore, it is possible to calculate and update the distance correction coefficient each time the absolute current traveling position is calculated.

The current traveling position calculation circuit 18 described above is constructed mainly of a microcomputer, and in FIG. 1, its construction is shown divided into blocks according to function.

In FIG. 1, the yaw angular velocity detection signal lOO and the travel distance detection signal 102 are supplied to a unit travel distance calculation circuit 24, and the unit travel distance calculation circuit 24 is supplied with a timing signal 112 from a calculation timing signal generation circuit 26. ing. Further, the keyboard 20 teaches the reference traveling position and the initial traveling direction at that position.

This unit mileage calculation circuit 24 uses a yaw angular velocity detection signal l.
It is possible to calculate the amount of change in the yaw angle of the vehicle based on the initial traveling direction by time-integrating OO, and to calculate the travel distance of the vehicle by counting the travel distance detection signal 102 for each period determined by the timing signal 112. It is possible.

Then, the unit travel distance calculation circuit 24 can calculate the unit travel amount of the vehicle vectorwise using the yaw angle change amount and travel distance.

Further, the unit movement amount determined by the mileage calculating circuit 24 is supplied to a mileage accumulating circuit 28, and the mileage accumulating circuit 28 is taught the reference traveling position of the vehicle from the keypad 20. .

The travel distance integration circuit 28 is capable of calculating the relative current travel position 110 by performing integration processing for the unit movement distance using the reference travel position set in No. 14 as an initial value.

In this way, the relative current traveling position 110 determined by the traveling distance accumulating circuit 28 is stored in the current traveling position storage circuit 32 via the cumulative distance compensation circuit 30, and the position 110 of the 1-distance correction circuit 30 is stored as the current traveling position. The current traveling (relative current traveling position 110 read from the Q position storing circuit 32) is supplied to the current traveling position correction circuit 3.
4 is supplied.

The current traveling position correction circuit 34 is configured to correct the relative current traveling position 1.
10 can be supplied to the map selection circuit 36 and the coordinate axis conversion circuit 38.

This map selection circuit 36 selects the map number of the map to be displayed on the travel position display 22 based on the relative current travel position 110, reads out the corresponding map information from the map storage circuit 40, and stores it at the travel position. It can be supplied to the display 22.

Further, the coordinate axis conversion circuit 38 can convert the relative current traveling position 110 into a coordinate position corresponding to the map number selected by the map selection circuit 36, and can supply this to the traveling position display 22.

The traveling position display 22 can display the relative current traveling position 110 of the vehicle supplied from the coordinate axis conversion circuit 38 together with its trajectory on a map drawn using the above map information.

Here, the current running position correction circuit 34 can handle the absolute current running position as a positive value of the relative current running position 110 of the vehicle calculated as described above. By determining the deviation of the relative current traveling position 110 from the target current traveling position and adding that deviation to the relative current traveling position 110, or by changing the absolute current traveling position to the previously calculated relative current traveling position. By simply replacing the position 110 with the position 110, it is possible to correct the relative current traveling position 110 3 2 .

In FIG. 1, an alignment timing signal 114 is supplied from the calculation timing signal generation circuit 26 to the transceiver 14, and the transceiver 14 receives this timing signal 114.
14, a timing signal 106 can be transmitted.

The fixed station that received this makeshift signal 106 receives radio wave signal 1.
04, which is received by the antenna 16.

The transceiver 14 can demodulate the radio signal 104, and the decoder circuit 42 can decode the demodulated signal to confirm the own vehicle ID code and extract installation position information about the fixed station from which the radio signal 104 was transmitted. It is possible.

Furthermore, the decoder circuit 42 can also detect the arrival direction of the radio signal 104.

Information regarding the fixed station installation position information and the direction of arrival of the radio signal 104 containing the information is stored in the storage circuit 44.
The storage circuit 44 can hold them using the timing signal 114 supplied from the timing signal generation circuit 26.

1- The memory contents of the storage circuit 44 are stored in the absolute position calculation circuit 46.
This absolute position calculation circuit 46 calculates the absolute current running position of the vehicle based on a predetermined number (3 in this embodiment) of fixed station installation position information and the direction of arrival of each radio signal 104 containing this information. It can be calculated.

The absolute current running position of the vehicle calculated by this absolute position calculation circuit 46 is supplied to the current running position correction circuit 34, which is configured to provide a relative current running position that takes the absolute current running position as a positive value. It is +1 function to perform the above-mentioned correction processing of the target current traveling position 110.

As shown in I- below, the fixed station installation position information and the direction of arrival of the radio signal 104 including this are held in the storage circuit 44 in synchronization with the timing signal 114, and when a predetermined number of them are held, the absolute position calculation circuit 46 The absolute current running position of the vehicle is determined at 1101, and the relative current running position is determined to be a positive value.

Further, in FIG. 1, a yaw reference angle calculation circuit 48 and a distance correction coefficient calculation circuit 50 are provided.

Of these, the yaw reference angle calculation circuit 48 determines the absolute reference direction from the plurality of absolute current travel positions by the current travel position correction circuit 3.
4, calculate a direction difference between the initial traveling direction of the vehicle at the reference running position and the absolute reference direction;
By adding the initial direction difference to the initial traveling direction, the absolute initial traveling direction within the city can be calculated at the initial traveling correction position.

This absolute initial traveling direction is determined by the unit traveling piece # calculation circuit 2.
4, and the unit mileage calculating circuit 24 is capable of calculating the unit movement amount based on the absolute initial traveling direction of the vehicle after the initial direction correction position.

In addition, the yaw reference angle calculation circuit 48 calculates the difference in both directions from the predetermined direction correction position after the initial direction correction 1F position to the next absolute current travel position and the relative current travel position corresponding to the absolute current travel position. can be calculated, and the direction in which the difference in both directions is added to the absolute initial traveling direction can be set as a new absolute initial traveling direction. Furthermore, each time the absolute current traveling position is calculated, the direction difference is calculated and the direction difference is added to the absolute initial traveling direction. It is possible to add in the initial direction of progress of the target.

On the other hand, the distance correction coefficient calculation circuit 50 holds a distance correction coefficient with an initial value of 1, and the distance correction coefficient is supplied to the distance correction circuit 30.

This distance correction circuit 30 can perform the correction by multiplying the relative current traveling position 110 by the distance correction coefficient, and since the value of the initial correction coefficient is 1 in the initial stage, the relative current traveling position 110 is multiplied by the distance correction coefficient. No correction is substantially made to the traveling position 110.

The distance correction coefficient calculating circuit 50 calculates the distance difference from a predetermined distance correction position after the initial direction correction position to the next absolute current driving position, and calculates the distance of the relative current driving position 110 with respect to the absolute current driving position. A distance correction coefficient can be calculated by calculating the deviation and dividing the distance difference by the sum of the distance difference and the distance deviation. can be calculated and updated.

Then, the distance correction circuit 30 can perform the supplement 1'' by multiplying the relative current traveling position 110 by the distance correction coefficient.

This embodiment consists of the following two configurations, and their functions will be explained below.

First, the process of calculating the absolute current traveling position of a vehicle traveling as shown in FIG. 2 will be explained, and then the operation of the present device will be explained according to a flowchart.

First, regarding the calculation process of the absolute current driving position of the vehicle,
The explanation will be divided into cases where the vehicle is stopped and cases where the vehicle is moving. Note that the solution when the vehicle is stopped is a special solution of the solution when the vehicle is moving.

In Fig. 3, the absolute positions of fixed stations A, B, and C are (xa,
O), (xb, yb), (0, 0), and the direction of the radio signal 104 arriving from these fixed stations A, B, and C to the vehicle's current traveling position IF (in this case, the direction of the vehicle's traveling position) is The angles formed by the direction and the directions to fixed stations A, 8 B, and C, respectively) are θ′a, θ″b, 0
It is expressed in °C.

Here, the absolute current running position of the vehicle is position A(xa,
Persistence MR1 and iO, IB containing O), C(0, O), P
(xb, yb), C (0, 0), and P are considered as the intersection points of the circular locus R2.

Then, the 1-foot solid trajectory R1, R2 is expressed by the following equation (1), the (
2) It is expressed by the formula.

(x-xa /2) 2+ (y-xa cotβ/2
)2=(xa/2)"+(xacotβ/2)2...
Formula (1) % Formula % ( ( ) /4...Equation (2) I!C In both of the above equations, α=0'C-θ゛b...Equation (3) β=θ °a-θ'b...Equation (4) Solving these Equations (1) and (2), the position P (x
, y) is expressed by the following formula.

x=xa (1+(xa -xb-yb cotcc)
÷ (yb −xb cot α−xa cot β)
cotβ)/[l+ ((xa −xb −yb
cot α) :(yb -xb COt α-xac
ot β)) 2 ]...Formula (5) %Formula %( )...Formula (6) Next, the procedure for calculating the absolute current running position of the vehicle while the vehicle is moving will be explained.

In this case, it is impossible to simultaneously measure the direction of arrival of radio waves at the same position. Therefore, in FIG. °b is measured respectively.

and position PI, P2. While the vehicle moves through P3, detection information regarding distance and orientation is measured.

Note that gyro drift and the like are ignored here.

First, in Figure 4, distance IPI P21.1 direction 0°
Directions θa, θb, Ocl based on a, 0'b, 0°C
, Oc2 are calculated as follows (however, a=Oc
l-θd, β=2π-θc2-θb, α and β≠nπ)
.

P2. Each represents the traveling direction of the vehicle at P3.

First, as shown in Figure 5, position PI is treated as the origin,
Further, as shown in FIG. 6, the X-axis is rotated, and the vehicle traveling direction at that time is determined to be the positive direction of the X-axis.

In this case, the trajectory of the vehicle x (t), y (t) (J
−t=0) at the origin is as follows.

When the direction of travel of the vehicle (angle with the positive direction of the 1
) is O(t) = J ω(t)dt...Formula (7) %Formula % ()...Formula (8) y(t)=J (t) sinO(t)dt・... No. 9
) formula Therefore, the positions PI, P2 are Pi = (x (t l), y (t IN...
Formula (10) % Formula %)) ... Formula 1) 2 Here, distance IPI F21, IF5 F31, IPI
F31. The angles ZxPI F2 and 7xPI F3 are the positions PI, F2, and the similarly determined position P3.
Entangled.

And the angle θ′c formed by Bec I · Le PI F2 and PI C
l is θ'cl= Oc -1x PI F2...th (12th
) formula and the angle θ'c2 between the vectors PI F3 and Pi C is 0'c2=Oc -ZxPI F3...(13th
) formula, and the angle 0°a between vectors PI F2 and F2 A is: 0'a=Oa +0 (t2)-ZxPI P23 ...Equation (14), and the angle θ°b between vectors PI F3 and PI B. is, θ'b=θb+0 (t3)-1xPI F3...From each equation above (15), distance IPI F21.1P2P3 l,
IPI F31 is calculated and angles θa, θb, Oc1
, Oc2 are calculated.

In Figure 7, the angle ZPI ZI F2 is always constant.
α=θc1−θa, the angle ZBZ2P1 is always constant, and β=2π−θc2−Ob.

Therefore, positions 21 and 22 are arcs R3 and R with inner circumferential angles α and β.
Draw 4.

Utilizing this fact, the position P1 is determined from the relative relationship between the vectors PI Zl and P14 Z2 as follows.

The distances IPI Zll and IPI 721 are always constant.

Therefore, IPI ZI I=lPI F2 1Φsinθa/
s i na α...Equation (16) %Equation %...Equation (17) Therefore, the position P1 can be found as the intersection of the locus R3 and the locus R4 in FIG.

Position Z1 is the inner circumferential angle ZCZIA-θcl-θa (=α)
is on the circular locus R3, and its center position is (Xa /2
, xa cotα/2), and the radius is xa/2-5 (1+cot2α)2.

Therefore, this trajectory R3 is (xi −xa /2) 2+ (yl−1/2xa
cotα) 2=xa 2/4・(1+cot2(X)
...Equation (18)%Formula% Here, if IPI 221=intersection α, then the sentence αsinα
=ulsin(Ja...Equation (19) is obtained, and when we insert the value sentence α from this, we get Sentence α: Sentence 1 *sinθa/sin a...
Equation (20) As a result, the position Zl = (xi, yl) is 5, the device Pl = (x, y) is
2+yl 2) Gin... Equation (21) 7 Equation % (X12+y12) Gin... Equation (22) 6.

Therefore, xi = (cross α+(x2+y2)gin)・x/(xl
+y 2 ) '7'... Equation (23), Equation 7 % (2+y 2 ) ''... Equation (24) Furthermore, the locus of position P1 is expressed by the equation (23) and ( 24), and can be expressed by the following equation.

[((x”+y2)”+tal ox/(x2+y2)
1″-X(!/2] 2+ [((x2+72) +
lα)・y/(x2+y2)1″′−xαCOtα/2
] 2=xa2m (1+cot2(X)/4-th(2
5) Equation Next, the equation representing the trajectory R4 will be explained.

Position Z2 is inner circumferential angle C20B = (π-θc2) + (w-〇b) = 2π
-θC2-θb = β is located on the circular locus R47, and its center line is ((xb+yb
cotβ)/2. (yb −xb cotβ)/2),
The radius is 1/2- ((xb +yb cotβ) 2
+ (yb −xb cotβ)2) Ginnaru.

Therefore, the locus R4 can be expressed by the following equation.

(x2-1/2 ・(xb +yb cotβ))
2+ (y2-1/2 ・(yb -xb c ot
β))2=1/4 ((xb +yb cotβ) 2
+ (yb −xbcotβ)2)...Equation (26) Here, if distance IPI 221=uβ, then sentence βsin
β=13 sin (π-0b)=13 sinθb
-i (27) formula % formula % (2 8) formula Therefore, when 22 = (x2, y2) and position P1 is represented by (x, y), x2 = (M β + (x” +72)” ) *
x/ (x2 +y2) l/'...th (29)
Equation 7 Equation %( ``+y') Gin...Equation (30) is obtained.

Furthermore, the above equation (29) and the above equation (30) are added to the above equation (26).
) By substituting the equation, the locus of the position PI is obtained as follows: [(statement β+(x2+y2) 1) ・x/(x2+y2
) Gin-(xb +yb cotβ)/2] 2+[
(Also β + (x2 + y2) Gin) ・y/ (x" + y2
)” −(yb−xb cotβ)/2] 2−f(x
b+ybcotβ) 2+ (yb −xb c.

tβ) 2)/4...The intersection of equations (25) and (31), which were determined as shown in (31) Arms 1-, is position P1, so find this from both equations. and its solution is (rl, θ1) or (r2.a2)
become. However, X=rCosθ, y=rsino, rh
It is o.

rl=XA cos θ1+YA sin θ1−cross α9 8 =X day cos θI +yB S in Ol −
1β...Formula (32) %Formula %...Formula (33)
b+ybcotβ, YB=yb−xbc.

It is tβ.

Also, ucx=M1sinθa/sinα1 sentence β=sentence 2 sinθb/sinβ, ct=Oc
l-Oa, β=θC2-θb.

Furthermore, θ1 = sin' (K/ (L2+M2
) Gin) −ψ, θ2 = π−s I n−” (K/ (
L2 + M2) Gin) - ψ, K = sentence α - sentence β, L = XA-X
B, M=YA y days, COSψ=M/ (L2 +
M2) Gin, sinψ=L/ (L2+M2) Gin.

As described above, there are two candidates (rl, θ1) and (r2, 02) as solutions to the intersection of equations (25) and (31).

0 Finally, the 1-configuration solution candidates are examined and the correct solution is selected.

That is, first, the condition r>O, and then, when 0 α × π, (intersection α+r)sino × O−π<a
When <O, (uα+r) sino> 00 × β × π, (statement β+r) sino<yb/xb*r cosθ 1π<β<0 (7) When (intersection β+r) sino>yb/
The solution (r, θ) that simultaneously satisfies the conditions xb*rcosθ is selected.

Note that if the correct solution cannot be selected even after carefully examining the placement conditions, the correct solution is determined from the previous and subsequent travel trajectories.

Next, the processing procedure of the current traveling position calculation circuit 18 will be explained according to the flowchart of FIG.

The process shown in FIG. 8 is started at the position OR shown in FIG. 2, and this position OR is taken as the reference traveling position of the vehicle (for example, the starting position of the vehicle).

In the first step 200, the keyboard 20
Alternatively, the number M of vehicle traveling positions taught by each fixed station is set to O, and in the next step 202, the position oR and the initial traveling direction θ of the vehicle at that time are determined at the above-mentioned position OR.
It is determined whether or not 0 (the positive direction of the X axis in FIG. 2) is being taught.

A case where the above-mentioned initial position and orientation are taught and a case where they are not taught will be explained below.

First, when it is determined in step 202 that the initial orientation 0° and position oR have been taught, the process proceeds to step 204, where the taught number M is set to 1.

In the next step 206, the position 1tOR is set as the taught position, and the initial azimuth θ0 is also set as an initial reference value for calculating the amount of change in the yaw angle.

Furthermore, in step 208, the radio signal 10 is transmitted from the fixed station.
4 is received, and normally the reception is not performed at first.In step 210, the direction θ is determined. The amount of change in the yaw angle (0) and the unit movement amount based on the yaw angle are read.

In the next step 212, it is determined whether or not the X-axis and y-axis used as references for calculating the vehicle's current traveling position have been determined by checking whether or not a coordinate flag is set. Initially, position O
Since the absolute current driving position other than R is not taught,
It is impossible to determine the X and Y axes, so in this case a negative determination is made in step 212 and the process proceeds to step 214.

In this step 214, since the reference directions are the X direction and the Y direction, the unit movement amount Δx in the X direction, Y
The unit movement distance ΔY in the direction is calculated as follows.

ΔX=Dcosθ...Equation (34) ΔY=Dsinθ...Equation (35) Furthermore, in the next step 216, the product 3 of I direct ΔX and ΔY 2 The calculated values XN and YN can be calculated as follows.

Xw −XN l + ΔX”・Equation (36) YN =
YN 1+ΔY... As shown in the (37)th armor, after the vehicle departs from the reference traveling position OR, steps 208, 210, 212. are performed while the radio signal 104 is not received.
214 and 216 are simply repeated, and the relative current running position 110 of the vehicle is simply determined with the position OR1 azimuth 0° as a reference. Note that during this time, the relative current traveling position 110 is not displayed.

Thereafter, the radio signal 104 is received and the step 208
If a positive determination is made in step 2
The process advances to step 18, and the value of the teaching number M is incremented by 1.

Then, in the next step 220, the relative current running device 110 at that time is stored, and in step 222, the arrival direction of the radio signal 104 is read.

Further, in step 224, it is determined whether the value of the teaching number M is 3 or more, and since mm is 2 when the 4th radio signal 104 is first received, a negative determination is made. Step 210.21
The processing of 2.214.216 is simply repeated.

If the vehicle continues to travel and the next radio signal 104 is received, an affirmative determination is made in step 224 and the process proceeds to step 226.

At this time, since the teaching content at the reference driving position oR can be treated equally with the fixed station installation position information included in the radio signal 104 and the direction of arrival of the radio signal 104, the absolute current state of the vehicle can be determined as described above. The driving position is calculated in this step 226.

In the next step 228, it is checked whether or not the coordinate flag is set, and it is determined whether the X-axis and the y-axis have already been determined. has not yet been determined, a negative determination is made and the process proceeds to step 230.

5 In this step 230, the X axis and y axis are determined,
In the next step 232, the X and Y axes are converted into X and y axes. Then, in step 234, a correction process is performed on the travel trajectory that has been determined up to that point, and in step 236, it is determined whether or not map switching is necessary.

If it is determined in step 236 that it is necessary to switch the map, a new map is selected in step 238, and the travel trajectory is displayed on the map -1x in step 240.

If it is determined in step 236 that map switching is not necessary, the process proceeds to step 240 and the trajectory is displayed.

After that, the relative current driving position 11 that had been set up until then
0 is changed to the taught absolute current travel position, and the value l is subtracted from the taught number M (step 242).

Thereafter, when the vehicle continues to travel and the radio signal 6 104 is not received during that time, a permanent determination is made in step 212 and the process proceeds to step 244.
In step 244, calculations similar to those in step 214 are performed in the xy coordinate system.

In step 246, calculations similar to those in step 216 are performed in the x, y coordinate system, and a trajectory is displayed in step 248 based on the relative current running position W110 of the vehicle that is successively determined.

When the radio wave signal 104 is received again, in this case an affirmative determination is made in step 228, so that in step 250, the same process as in step 234 is performed.

In the next step 252, a correction process is performed on the calculated characteristics related to the vehicle direction, and in the next step 254, a correction process is performed on the calculated characteristics related to the vehicle travel distance. Note that these processes will be described later.

When the process of step 254 is completed, Stella 7 The process advances to step 236, and the subsequent processing is performed again.

Next, the processing contents of steps 252 and 254 will be explained.

When the process first reaches step 252, the initial direction difference Δγ between the initial traveling direction of the vehicle at the reference running position OR in FIG. 9 and the absolute reference direction X is calculated (step 302 in FIG. 1O). .

In this embodiment, for example, when teaching is not performed initially, the straight line passing through point Q3 and OR in FIG.
The angles (γ1) and (γ2) formed with the axis and the X axis, respectively, are determined, and the difference between them (Δγ=γi−γ2) is taken as the initial direction difference.

Then, the initial direction difference Δγ is added to the initial traveling direction X, and the absolute initial traveling direction of the vehicle at the initial direction correction position Q3 (
The reference angle of the yaw rate sensor 10) is determined (step 304 in FIG. 10).

Thereafter, the angle θ in the equations (34) and (35) is changed to the angle θ+Δγ, and the unit movement amounts ΔX and Δy are determined.

8 In this manner, the reference angle of the yaw rate sensor 10 is corrected to be accurate, so errors caused by this are reduced.

However, since the L gloss difference Δγ includes a slight error, when this step 252 is reached from the second time onward, first, the next predetermined absolute current traveling position is changed from the direction correction position (absolute position Qk-1) in the il1 diagram. (When teaching is not performed initially, the position QK - Q4, Q5, etc.) and the relative current traveling position that extends from the absolute current traveling position QK (when teaching is not performed initially, PK=P4
, P5, dispute...) and the differences Δε in both directions are calculated (step 306 in FIG. 10).

In this embodiment, in FIG. 11, position PK and position i!
! The angles εl and ε2 formed by the straight line passing through Qk-1 and the straight line passing through positions QK and Qk-1 with the X axis, respectively, are
The difference between them is defined as the direction difference Δε.

Then, the direction in which the direction difference Δε is added to the absolute initial traveling direction is set as a new absolute initial traveling direction (step 3o4 in FIG. 10).

In this embodiment, the value obtained by adding this difference Δε to the angle Δγ is set as the new angle Δγ.

Also, this direction difference Δε is the absolute current running position 1! It is updated every time IQK is calculated.

Next, the processing in step 254 will be explained.

In this step 254, first, in FIG. 112, the initial direction correction position (if no initial teaching is performed,
3) Distance difference ΔL from the subsequent predetermined distance correction position QK (QK=Q3, Q4, etc. when teaching is not performed initially) to the next absolute current traveling position QK+1
Q is calculated (step 308 in FIG. 13).

Further, the distance deviation ΔLP of the relative current traveling position PK+1 from the absolute current traveling position QK+1 is calculated (step 310 in FIG. 13).

Furthermore, the distance difference ΔLQ is divided by the sum of the distance difference ΔLQ and the distance deviation ΔLP to calculate the distance correction coefficient K (first
Figure 3 step 312).

L 0 The coefficient K is then multiplied by the distance used in the equations (34) and (35) to obtain the values ΔX and Δy.

Note that this correction coefficient is updated every time it is calculated (
w413 diagram step 314).

As explained above, according to this embodiment, the absolute current driving position is treated as a positive value instead of the relative current driving position, so that every time the absolute current driving position is determined, it is included in the relative current driving position. Errors can be eliminated, and therefore cumulative increases in detection errors can be prevented.

Further, since the calculation characteristics regarding the direction and distance are corrected sequentially, it is possible to accurately calculate the relative current traveling position.

Note that it is extremely suitable for long-distance driving if the radio signal transmitted from the fixed station includes the name of the city, town, village, road information, etc., and is reproduced on the device side.

[Effects of the Invention] As explained above, according to the present invention, the absolute current traveling position is treated as positive (d) instead of the relative current traveling position, so each time the absolute current traveling position is determined, the relative current traveling position is Errors included in the current traveling position can be eliminated, and therefore cumulative increases in detection errors can be prevented.

[Brief explanation of drawings]

FIG. 1 is a block diagram illustrating the overall configuration of a device to which the present invention is applied, FIG. 2 is an explanatory diagram of a vehicle traveling trajectory, and FIG.
Figures 4, 5, 6, and 7 are diagrams explaining the calculation procedure for the relative current traveling position, Figure 8 is a flowchart diagram, and Figure 9 is a graph diagram explaining the correction process for the calculation characteristics related to orientation. , FIG. 10 is a flowchart diagram, FIG. 11 is a graph diagram explaining the correction process of the calculated characteristic related to the direction, and FIG. 12 is a graph diagram explaining the correction process of the calculated characteristic related to the distance.
FIG. 13 is a flowchart diagram. 10・eφ yaw rate sensor, 12...Midage distance detector, 14...◆Transmitter/receiver. 18... and current driving position calculation circuit, 2 20... Φ keyboard. 43 n0- Figure 5 Figure 6 o+□・ Figure 7

Claims (2)

[Claims] (1) The yaw angular velocity and traveling distance of the vehicle are detected by a yaw rate sensor and a traveling distance detector, and the current traveling position relative to the reference traveling position of the vehicle is calculated from the detected yaw angular velocity and the detected traveling distance. Receiving each radio wave signal including fixed station installation position information transmitted from a plurality of fixed stations arranged along the travel route, and each radio wave signal containing a predetermined number of fixed station installation position information and the fixed station installation position information. A method for detecting a running position of a vehicle, characterized in that the absolute current running position of the vehicle is calculated based on the direction of arrival of the vehicle, and the absolute current running position is treated as a positive value of the relative current running position. (2) A yaw rate sensor that detects the yaw angular velocity of the vehicle, a travel distance detector that detects the travel distance of the vehicle, and fixed station installation position information transmitted from multiple fixed stations installed along the vehicle travel path. a radio wave receiving means for receiving the included radio signal, and calculating a current running position of the vehicle relative to a reference running position based on the detected yaw angular velocity and the detected running distance;
The absolute current running position of the vehicle is calculated based on a predetermined number of fixed station installation position information and the direction of arrival of each radio wave signal that includes the fixed station installation position information, and the absolute current driving position is used as the relative current driving position. A vehicle running position detection device comprising: a current running position calculation circuit that treats the position as a positive value.