JP2002040040A - Processing device using acceleration - Google Patents

Abstract

PROBLEM TO BE SOLVED: To determine a precise distance from the longitudinal acceleration of a vehicle. SOLUTION: A speed calculating processing of performing an acceleration correction processing of correcting the error included in the longitudinal acceleration of the vehicle with HPF and integrating the acceleration after correction to provide a speed is performed. A stop judgment processing of determining the dispersion for the past n-seconds of the acceleration, clearing a stopping flag when the dispersion is a stopping threshold or more in the set state of the stopping flag, and setting the stopping flag when the dispersion is a traveling threshold or less in the cleared state thereof, and a speed correction processing of correcting the speed to zero when the stopping flag is in the set state and to a threshold 1 <= speed <= threshold 2 in the cleared state and determining the speed error from the difference in speed before and after correction is performed. A distance calculating processing of integrating the speed after correction to determine the distance is performed, and a distance correcting processing of subtracting the distance error determined on the basis of the speed error from the distance to determine the distance after correction is further performed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a processing device using acceleration for performing a predetermined process using an acceleration obtained from an acceleration sensor for detecting the acceleration of a vehicle in the longitudinal direction.

[0002]

2. Description of the Related Art The current position of a vehicle as it travels is displayed along with a road map on a display.
2. Description of the Related Art A navigation device that sets an appropriate route from a current location to a destination and provides route guidance is known, and contributes to a smoother driving.

In displaying such a current position of a vehicle and providing route guidance, it is fundamental to detect the current position of the vehicle. In detecting the current position of the vehicle, dead reckoning calculation is performed using, for example, an azimuth change amount calculated based on an output value from a gyroscope and a moving distance calculated based on an output value from a vehicle speed sensor. Things are known as basic technologies.

A vehicle speed sensor extracts a vehicle speed signal such as a vehicle speed pulse. When a navigation device is retrofitted to a vehicle, wiring work or the like is required, and a burden is imposed on a user. Also, depending on the type of vehicle, wiring may not be possible due to design problems. Furthermore, EC
Since wiring work is performed for U (electronic control device), the risk of malfunction of the ECU cannot be eliminated.

[0005] Therefore, there is a method of calculating the distance by using an acceleration sensor for detecting acceleration in the traveling direction of the vehicle as a means for calculating the moving distance without requiring wiring to the ECU, and double integrating the output from the acceleration sensor. Conceivable.
However, the output from the acceleration sensor is a value affected by the gravitational acceleration due to the change in the road gradient during traveling. Specifically, the acceleration s output from the acceleration sensor is represented by s = a + g · si, where a is the acceleration due to the driving force of the vehicle and the angle θ between the direction perpendicular to the vehicle traveling direction and the direction of gravity g.
nθ.

Therefore, the output from the acceleration sensor includes the acceleration represented by g · sin θ as an error, and if the road gradient changes, this error also changes. Therefore, the acceleration, which is the output of the acceleration sensor,
The speed obtained by integrating this acceleration and the distance obtained by integrating this speed include the influence of such errors.

[0007] A method for solving this problem by using GPS is known. Also, JP-A-8-327378
By adding an acceleration sensor that measures vertical acceleration, a gyro sensor that measures angular velocity in the pitch direction, and adding road gradients and altitude differences to map data, the output of the acceleration sensor A technique for correcting the distance by correcting the influence of gravity included in the above is disclosed.

[0008]

SUMMARY OF THE INVENTION However, GPS
Is not available in places where GPS data cannot be received.
In order to realize the method described in No. 7378, it was necessary to newly add sensors and data.

Therefore, the present invention provides an apparatus for performing a predetermined process using an output value from an acceleration sensor, without adding these sensors and data, and even when the GPS is not received. It is an object of the present invention to provide a processing apparatus that corrects an error caused by the influence of gravity due to a change and uses an acceleration that can use a highly accurate acceleration, speed, and distance.

[0010]

According to the first aspect of the present invention, there is provided a processing apparatus utilizing acceleration, which is provided to solve the above-mentioned problems. Of the accelerations, abruptly changing acceleration is left, and a slowly changing acceleration is removed. Therefore, it is possible to eliminate the influence of gravity, which is a slowly changing acceleration.

The reason why the acceleration due to the influence of gravity changes gradually is that this acceleration is represented by g · sin θ as described above, and θ changes gradually. A sharp change in θ means that the slope of the road surface changes sharply, but on a normal road, such a sudden change in the slope of the road surface is rare, and usually changes smoothly. I do. On the other hand, for example, when the driver operates the accelerator or brake to drive the acceleration / deceleration device to actively accelerate / decelerate from the inside of the vehicle, the acceleration changes abruptly compared to the acceleration due to the influence of gravity.

Therefore, for example, a natural change in acceleration due to inclination and a change in acceleration when the vehicle is actively accelerated or decelerated are measured in advance, and an acceleration change value corresponding to the acceleration change during inclination is cut. The characteristics of the HPF may be determined. For example, when the change in acceleration is equal to or less than a predetermined value obtained from actual measurement, the acceleration is corrected to 0, and the like.
It is possible to obtain an acceleration from which the influence of gravity is removed.

In the first aspect, the predetermined processing may be processing using an acceleration obtained from an acceleration sensor.
As a processing device using acceleration, for example, a device that calculates various values using acceleration obtained from an acceleration sensor, such as an acceleration calculating device, a speed calculating device, and a distance calculating device, or displays such a value. Including display devices and navigation devices.

In the case where the speed of the vehicle is obtained by integrating the acceleration obtained from the acceleration sensor, it is preferable that the invention be configured as described in claim 2. Although the acceleration obtained from the acceleration sensor includes an error due to the influence of the inclination, if the error exceeds a predetermined upper limit due to the error, the speed can be taken in a normal running state. The speed is corrected to the upper limit. For example, the speed V may be such that V ≦ legal speed + α. In this manner, when a speed outside the predetermined range that cannot be obtained in normal traveling is obtained, the value can be corrected to be within the predetermined range. In this way, abnormal speeds can be eliminated.

While the vehicle is running, the speed can be corrected in this way. If the vehicle is stopped, the speed can be corrected as described above.
Is corrected to Note that whether or not the vehicle is stopped is determined based on the degree of variation in acceleration obtained from the acceleration sensor. This utilizes the characteristic that the degree of variation in acceleration obtained from the acceleration sensor increases during traveling and decreases during stopping. The cause of the increase in the degree of dispersion of acceleration during traveling is, for example, because the acceleration changes due to acceleration / deceleration during traveling, and the acceleration changes due to the change in the inclination angle of the road surface. And to receive.

Therefore, for example, the degree of acceleration variation may be compared with a predetermined threshold value. If the degree of acceleration variation is equal to or greater than a predetermined threshold value, it may be determined that the vehicle is traveling and if the degree of acceleration variation is less than the predetermined threshold value, it is determined that the vehicle is stopped. . When it is determined whether or not the vehicle is stopped at a predetermined threshold in this way,
When traveling at a constant speed (that is, when a ≒ 0)
In addition, it is conceivable that the degree of variation in acceleration becomes smaller than this threshold. Therefore, the change of the determination from the running state to the stop state and the change of the determination from the stop state to the running state may be performed using different threshold values. This makes it possible to determine with high accuracy whether the vehicle is stopped or running. Such a stop determination result can be used for purposes other than the speed correction as described in claim 5.

It should be noted that the degree of variation in acceleration may be obtained by using various statistical methods. For example, the variance may be obtained as described in claim 6, or a standard deviation may be used. In the above, the case where the speed is obtained by obtaining the acceleration from the acceleration sensor has been described. However, if the acceleration is double-integrated, it becomes the distance. Therefore, when the acceleration obtained from the acceleration sensor includes the influence of gravity due to the inclination, the distance calculated from the acceleration also includes an error.
Therefore, according to the seventh aspect, the distance can be corrected when the speed exceeds the upper limit. This is because a speed error exceeding the upper limit is unlikely to have occurred suddenly, and can be considered to have always occurred.The distance obtained by integrating the speed including this error also includes the error. It is because it is thought that it is. Therefore, by correcting the distance based on the difference between the speed and the upper limit, it is possible to suppress the cumulative increase in the distance error.

The processing device using acceleration according to each of the first to seventh aspects can obtain more accurate speed and distance by combining and using the respective feature points. For example, according to an eighth aspect, a more accurate distance can be obtained, and according to a ninth aspect, a more accurate distance and speed can be obtained.

[0019]

Embodiments of the present invention will be described below with reference to the drawings. It is needless to say that the embodiments of the present invention are not limited to the following examples, and can take various forms as long as they belong to the technical scope of the present invention.

As an example of a processing device using acceleration according to the present invention, a navigation device 20 is taken as an embodiment. Figure 1
FIG. 2 is a diagram showing a configuration of a navigation device 20. The navigation device 20 includes a position detector 21 for detecting the current position of the vehicle, an operation switch group 22 for inputting various instructions from a user, and various instructions similar to the operation switch group 22 as shown in FIG. A remote control terminal (hereinafter, referred to as a remote controller) 23a capable of inputting, and a remote control sensor 23b for inputting a signal from the remote controller 23a
A mobile phone connection device 24 for connecting the mobile phone 30 and making a call or communication with the outside, an external storage device 25 for inputting map data and the like from an external storage medium in which map data and various information are recorded, A display device 26 for performing various displays such as a map display screen and a TV screen, a speaker 27 for outputting various guide sounds and the like, and an operation switch group 2
2, the microphone 28 for inputting various instructions by voice, the position detector 21, the operation switch group 22, the external storage device 25, and various processes in accordance with the input from the remote controller 23a. , A position detector 21, an operation switch group 22, a remote control sensor 23b, a mobile phone connection device 24, an external storage device 25, a display device 26, a speaker 27, and a control circuit 29 for controlling a microphone 28.

The position detector 21 is a GPS (Global Positi
A GPS receiver 21a that receives a transmission radio wave from an artificial satellite for an oning system via a GPS antenna and detects the position, direction, speed, and the like of the vehicle, and a gyro that detects the magnitude of the rotational motion applied to the vehicle. A scope 21b and an acceleration sensor 21 for detecting the longitudinal acceleration of the vehicle
c. And each of these sensors 21a ~
21c each have an error of different properties,
It is configured to be used while complementing each other. Depending on the accuracy, the GPS receiver 21a and the gyroscope 21b may not be provided. Alternatively, a sensor for determining the direction by accumulating a steering angle of the vehicle obtained from a geomagnetic sensor, a rotation difference between left and right steering wheels, and the like may be used. A wheel sensor or the like for each rolling wheel may be used.

The operation switch group 22 includes the display device 2
A touch switch which is formed integrally with the display device 6 and is provided on the display screen, a mechanical key switch provided around the display device 26, and the like are used. The touch switch is composed of an infrared sensor that is arranged vertically and horizontally on the screen of the display device 26. For example, when the infrared light is interrupted by a finger or a touch pen, the interrupted position becomes a two-dimensional coordinate value (X, Y). ). Thus, a predetermined instruction can be input by directly touching the display screen.

The external storage device 25 is a device for inputting various data including so-called map matching data, map data, and other additional data for improving the accuracy of position detection. As the external storage medium, a CD-ROM or DVD is generally used because of its data amount, but other media such as a magnetic storage device such as a hard disk or a memory card may be used.

The road data is obtained by connecting a plurality of nodes such as intersections with links to form a map.
For each link, a unique number (link ID) for identifying the link, a link length indicating the length of the link, x and y coordinates of the start and end of the link, a road width of the link, and a road type (toll road, etc.) (Which indicates road information).

The display device 26 is a color display device.
On the display screen, a mark indicating the current position of the vehicle detected by the position detector 21, map data input from the external storage device 25, a destination mark, and the mobile phone connection device 24 are displayed.
And additional data such as a guide route to the destination, a name, a landmark, and marks of various facilities can be displayed in a superimposed manner. In addition, facility guides can also be displayed. Further, the speaker 27 outputs a facility guide or various guidance voices input from the external storage device 25.

The control circuit 29 includes a CPU, ROM, RA
It is mainly composed of a well-known microcomputer including M, I / O and a bus line connecting these components, and detects each detection signal from the position detector 21 based on a program stored in ROM and RAM. A current position calculation process of calculating the current position of the vehicle as a set of coordinates and traveling direction based on the map, a process of displaying a map or the like near the current position read via the external storage device 25 on the display device 26,
Based on the point data stored in the external storage device 25, a destination selection process for selecting a destination facility according to an operation of the operation switch group 22 or the remote controller 23a, etc., and an optimum route from the current position to the destination is automatically determined. And performs a route guidance process for providing guidance according to the selected route. The method for automatically setting the optimal route in this way is as follows.
Techniques such as the Dijkstra method are known. Then, the guidance route is displayed on the road map on the display device 26 so as to guide the driver to an appropriate route.

The control circuit 29 performs a cumulative distance calculation process for calculating the cumulative distance traveled by the vehicle. The above-described current position calculation processing is performed using the cumulative distance calculated in the cumulative distance calculation processing. This cumulative distance calculation processing will be described with reference to FIGS. FIG. 2 is a diagram showing a flow of a cumulative distance calculation process in which the control circuit 29 inputs an acceleration from the acceleration sensor 21c and finally calculates a cumulative distance using the acceleration. Note that this cumulative distance calculation processing is repeatedly performed. First, the control circuit 29 receives an acceleration in the front-rear direction of the vehicle from the acceleration sensor 21c and performs an acceleration correction process for correcting an error included in the acceleration. Then, a speed calculation process for obtaining a speed by integrating the acceleration corrected by the acceleration correction process is performed. Further, a speed correction process for correcting an error included in the speed is performed using a result of the stop determination process for determining whether the vehicle is stopped based on the acceleration input from the acceleration sensor 21c, and the corrected speed is integrated. A distance calculation process for calculating a distance is performed. Then, the calculated distance is corrected by a distance correction process to obtain an accumulated distance.
The contents of each processing during such cumulative distance calculation processing will be described below.

In the acceleration correction processing, the influence of the road gradient included in the output value of the acceleration sensor 21c is determined by an HPF (High Pass F
ilter). This utilizes the characteristic that the acceleration when the vehicle accelerates and decelerates changes relatively sharply, but the acceleration due to the inclination of the road surface changes relatively slowly, and the value that changes rapidly due to the HPF remains. The effect of the inclination can be corrected by removing the value that changes slowly.

The speed obtained by integrating the acceleration corrected by the acceleration correction process as described above is obtained. The process of calculating the speed by integrating the acceleration in this manner is the speed calculation process, which is a known process. In the speed correction process, the speed obtained by the speed calculation process is corrected using a stop determination flag which is a determination result of the stop determination process. Therefore, first, a stop determination process for determining whether or not the vehicle has stopped will be described.

In the stop determination processing, the output value output from the acceleration sensor 21c is stored in the control circuit 29 for n seconds, and it is determined whether or not the vehicle is stopped using the variance Dg of the stored acceleration sensor output value. I do. When it is determined that the vehicle is stopped, the suspension flag is set, and when it is determined that the vehicle is not stopped, the flag is cleared.

The variance Dg is the variance in the past n seconds centered on the average value of the acceleration sensor output values in the past n seconds, and the variance Dg increases during running and decreases during stopping. The reason why the variance Dg increases during running is that acceleration changes due to acceleration / deceleration during running, acceleration changes due to a change in the inclination angle of the road surface, and is affected by noise due to running vibration during running. No. For the above reasons, it is possible to determine that the vehicle is traveling if the variance is equal to or greater than the threshold and the vehicle is stopped if the variance is equal to or less than the threshold.

Hereinafter, the processing will be described with reference to the flowchart of FIG. In S110 of FIG. 3, it is determined whether or not the suspension flag has been initialized. If the stop flag has not been initialized (S110: NO), S120 is executed.
Then, the stopped flag is initialized (cleared), and S130 is performed.
Move to. On the other hand, when the stop flag has been initialized (S110: YES), the process proceeds to S130.

In S130, the output value of the acceleration sensor 21c is obtained, and the output value for the past n seconds is stored in the control circuit 29. In S140, the variance Dg of the acceleration sensor output values for the past n seconds stored in S130 is calculated.

At S150, it is determined whether or not the stop flag is set. If the stop flag is set (S150: YES), the process proceeds to S160. On the other hand, when the stop flag is not set (S150: NO), the process proceeds to S190.

In S160, the variance D calculated in S140
It is determined whether or not g is greater than or equal to a preset stopping threshold, and if it is greater than or equal to the stopping threshold (S160: YE
S), proceed to S170, clear the stop flag,
In S180, the time at this point is stored as time Ts. On the other hand, if the variance Dg is less than the stopping threshold (S16
0: NO), and the process ends. Therefore, since the stop flag is not changed, it remains set.

On the other hand, in S190, it is determined whether or not the variance Dg calculated in S140 is equal to or less than a preset running threshold, and if it is equal to or less than the running threshold (S190: YE
S), and proceeds to S200 to set a stop flag.
On the other hand, if it is less than the running threshold (S190: NO), the process ends. Therefore, since the stop flag is not changed, it remains cleared.

The stop threshold value is, for example, the maximum value of the variance of the acceleration during stop, the minimum value of the variance of the acceleration when accelerating from the stop state, or the maximum value of the variance of the acceleration during stop and the stop state. It is good to actually measure and use the average value of the minimum value of the variance when accelerating from. On the other hand, the running threshold is, for example, the minimum value of the variance of acceleration during running, the minimum value of the variance during stopping, or the average value of the minimum value of the variance during running and the average value of the variance during stopping. It is good to use it.

In this way, the magnitude relationship between the threshold value during stop and the threshold value during travel is such that “threshold value during stoppage”> “threshold value during travel”. In other words, when the vehicle is stopped, it is determined that the vehicle is stopped as long as the vehicle does not exceed the threshold during the stop, even if the threshold during running is exceeded,
If the vehicle is traveling, even if it falls below the stop threshold,
It is determined that the vehicle is traveling as long as it exceeds the threshold value during traveling. By doing so, it can be suppressed that it is determined that the vehicle is stopped during traveling or that the vehicle is traveling while the vehicle is stopped. It can be performed with high accuracy.

Using the stopped flag thus set, a speed correction process for correcting an error included in the speed calculated by the above-described speed calculation process is performed. This speed correction process will be described with reference to the flowchart of FIG. As shown in FIG. 4, in S310, the speed error amount dV is set to zero.

At S320, it is determined whether or not the stop flag is set. When the stop flag is set (S320: YES), the process proceeds to S330, and when the stop flag is not set (S320).
320: NO), and proceeds to S350.

In S330, the speed error amount dV is set to the speed V obtained by the above-described speed calculation process. Then, in subsequent S340, the speed V is set to zero. On the other hand, S350
Then, it is determined whether or not the speed V is less than the threshold value 1. If the speed V is less than the threshold value 1 (S350: YE
S), the process proceeds to S360, and if the speed V is equal to or greater than the threshold value 1 (S350: NO), the process proceeds to S380.

In S360, a value obtained by subtracting the threshold 1 from the speed V is set as a speed error dV. Then, in S370, the value of the speed V is set to the threshold value 1. On the other hand, in S380, it is determined whether or not the speed V is greater than the threshold value 2. If the speed V is greater than the threshold value 2 (S380: YES),
The process proceeds to S390, and if the speed V is equal to or less than the threshold value 2 (S380: NO), the process ends.

In S390, a value obtained by subtracting the threshold 2 from the speed V is set as a speed error dV. Then, in subsequent S400, the value of the speed V is set to the value of the threshold value 2. By doing this,
The speed V can be corrected by obtaining the speed error dV. That is, when it is determined that the vehicle is stopped by the stop determination process (S320: YES), the speed V is originally zero, and the speed V is set to the speed error amount d.
V and the speed V is set to zero. On the other hand, if it is determined that the vehicle is not stopped (S320: NO), the speed V is limited to the threshold value 1 ≦ the speed V ≦ the threshold value 2, and the speed outside this range is set as the speed error amount dV. Note that these thresholds are set to values that can exclude speeds that are impossible during normal traveling. For example, the threshold 1 may be 0, and the threshold 2 may be a legal speed.

The speed V thus corrected is integrated in a distance calculation process to obtain a cumulative distance D. This distance calculation process is a known process. The distance correction processing for correcting the accumulated distance D thus obtained will be described with reference to the flowchart of FIG.

As shown in FIG. 5, in S510, the accumulated error amount dD is calculated. The accumulated error amount dD is calculated by the following equation. Cumulative error amount dD = speed error amount dV × (current time Te−
This is because the speed error is zero at the time Ts when the vehicle starts running and the speed error gradually increases until the present.

In S520, the corrected accumulated distance D is obtained by subtracting the accumulated error amount dD calculated in S510 from the accumulated distance D calculated by the distance calculation processing. Then, in S530, the time Te is set to the time Ts. By such a distance correction process, a more accurate accumulated distance D can be obtained.

The details of the distance correction processing will be described in more detail with reference to a specific example shown in FIG. FIG. 6A is a diagram illustrating a state where the vehicle is traveling on a road mounted on the vehicle and having a gradient of an angle θ. For example, as shown in FIG. 6A, when the vehicle goes down a slope having a gradient of an angle θ, the acceleration sensor 21c outputs g · sin θ, which is a component of gravity g in the traveling direction of the vehicle, and g · sin θ. (S = a + g · sin) is obtained.
θ).

Therefore, the vehicle is stopped on this slope (at time T).
When the vehicle travels at an acceleration s from s), as shown in FIG. 6B, the speed V obtained by integrating the acceleration s is a linear function, and the distance D obtained by integrating the speed V is It becomes a quadratic function. At this time, when the speed V exceeds the threshold 2 (time Te), the speed V is limited to the value of the threshold 2 in S390 shown in FIG. Therefore, the speed V is the corrected speed V shown in the middle speed graph in FIG. 6B.

In S390 of FIG. 4, the speed error dV
Is obtained as the speed error amount dV = speed V−threshold value 2. Then, in S510 of FIG. 5, the distance error dD is obtained using the speed error dV. This distance error amount dD is shown in FIG.
In the velocity graph of (b), it corresponds to the area of a triangle whose base is dV and whose height is (Te-Ts). That is, an error corresponding to this area is regarded as being included in the distance D and is subtracted (S520). Therefore, as shown in the graph of the distance D in the upper part of FIG. 6B, at the time Te, the error dD of the cumulatively added distance is subtracted from the time Ts to obtain a substantially appropriate distance D at the time Te. Can be. Therefore, the time Ts is set to the time Te, and the correction of D is performed next time from this time (S53).
0).

By the above-described cumulative distance calculation processing, it is possible to obtain a high-precision cumulative distance from the output of the acceleration sensor without the influence of the inclination. In the above embodiment, the accumulated distance is used. However, for example, the acceleration and the speed that are the results of the respective processes may be used. By doing so, highly accurate acceleration, speed, and distance can be used in each process. Therefore, processing using acceleration, speed, and distance is executed without connecting the navigation device 20 to detection means other than the acceleration sensor 21c, such as a vehicle speed sensor, or adding another sensor to the navigation device 20. be able to.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a navigation device as a processing device using acceleration.

FIG. 2 is an explanatory diagram showing processing blocks of a cumulative distance calculation process.

FIG. 3 is a flowchart illustrating a stop determination process.

FIG. 4 is a flowchart illustrating a speed correction process.

FIG. 5 is a flowchart illustrating a distance correction process.

FIG. 6 is an explanatory diagram illustrating a distance correction process using a specific example.

[Explanation of symbols]

 Reference Signs List 20 navigation device 21 position detector 21a GPS receiver 21b gyroscope 21c acceleration sensor 22 operation switch group 23a remote control 23b remote control sensor 24 mobile phone connection device 25 external storage device 26 display device 27 ... Speaker 28 ... Microphone 29 ... Control circuit 30 ... Mobile phone

Claims (9)

[Claims] 1. A processing device using an acceleration for performing a predetermined process using an acceleration obtained from an acceleration sensor for detecting a longitudinal acceleration of a vehicle, wherein the acceleration obtained from the acceleration sensor is corrected through an HPF. A processing device using acceleration, wherein the predetermined process is performed using the corrected acceleration. 2. A processing device using an acceleration for performing a predetermined process using an acceleration obtained from an acceleration sensor for detecting an acceleration in a front-rear direction of the vehicle, wherein the acceleration is performed as at least a part of the predetermined process. When the speed of the vehicle is obtained by integrating the acceleration obtained from the sensor, and the obtained speed exceeds a predetermined upper limit that the vehicle can take in a normal running state, the upper limit is adopted as the speed. A processing device using the characteristic acceleration. 3. A processing device using an acceleration for performing a predetermined process using an acceleration obtained from an acceleration sensor for detecting an acceleration in a front-rear direction of the vehicle, wherein the acceleration is used as at least a part of the predetermined process. The acceleration obtained from the sensor is integrated to obtain the speed of the vehicle, and a stop determination is made to determine whether or not the vehicle is in a stop state based on the degree of dispersion of the acceleration obtained from the acceleration sensor. If it is determined that there is, regardless of the value obtained by integrating the acceleration obtained from the acceleration sensor, the speed is set to zero, and the processing apparatus using acceleration is characterized by the above-mentioned. 4. The processing device using acceleration according to claim 3, wherein the stop determination is a case where it is determined that the vehicle is in a stop state by a previous stop determination, and the degree of variation of the acceleration is a predetermined stop. It is determined that the vehicle is in the traveling state when it is equal to or more than the middle threshold, and the vehicle is in the stopped state when it is determined that the vehicle is in the traveling state by the previous stop determination and the variation degree of the acceleration is equal to or less than the predetermined traveling threshold. , And otherwise, it is determined that the state is the same as the previous stop determination result. 5. A processing device using an acceleration for performing a predetermined process using an acceleration obtained from an acceleration sensor for detecting an acceleration in a front-rear direction of the vehicle, wherein at least a part of the predetermined process includes the acceleration. A stop determination is performed to determine whether or not the vehicle is stopped based on the acceleration obtained from the sensor. The stop determination is a case where it is determined that the vehicle is in the stop state by the previous stop determination, and the degree of variation in the acceleration is determined. Is determined to be in the traveling state when is equal to or more than the predetermined stopping threshold, and when it is determined that the vehicle is in the traveling state by the previous stop determination, the degree of variation in the acceleration is equal to or less than the predetermined traveling threshold. A processing device using acceleration, wherein the processing device determines that the vehicle is in the stop state in any case, and otherwise determines the same state as the previous stop determination result. 6. The processing device using acceleration according to claim 3, wherein the degree of variation of the acceleration is a variance of the acceleration. 7. A processing device using an acceleration for performing a predetermined process using an acceleration obtained from an acceleration sensor for detecting an acceleration in a front-rear direction of the vehicle, wherein the acceleration is performed as at least a part of the predetermined process. Integrate the acceleration obtained from the sensor to determine the speed, calculate the distance by integrating the speed, and exceed the upper limit if the speed exceeds a predetermined upper limit that the vehicle can take in normal driving conditions. A processing apparatus using acceleration, wherein the distance obtained beforehand includes an error, and the distance is corrected based on a difference between the speed and the upper limit. 8. The processing device using acceleration according to claim 7, wherein the speed is the method according to claim 3 or 4,
Alternatively, claim 6 cited in claim 3 or claim 4
A processing device using acceleration, wherein the speed is corrected by the method described in (1). 9. The acceleration utilization device according to claim 2, wherein the acceleration obtained from the acceleration sensor is a corrected acceleration corrected by the method according to claim 1. A processing device that uses the acceleration that changes.