JP2009198185A - Vehicle position attitude estimating device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle position attitude estimating device for improving final calculation accuracy. <P>SOLUTION: This vehicle position attitude estimating device 1 includes a vehicle behavior detecting means 2c for detecting the acceleration of a vehicle, a wheel speed detecting means 2d for detecting the wheel speed of the wheel of the vehicle, a GPS speed detecting means 2e for detecting the GPS speed, a determining means 2f for determining whether slip or lock of the wheel occurs, and a calculating means 2g for calculating the vehicle speed based on the acceleration and wheel speed when the determining means 2f determines that slip or lock of the wheel does not occur. When the determining means 2f determines that slip or lock of the wheel occurs, the calculating means 2g calculates the vehicle speed based on the acceleration and the GPS speed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle position / posture estimation apparatus suitable for application to vehicles such as passenger cars, trucks, and buses.

  In recent vehicles, based on the search conditions including the destination input by the driver and the position of the vehicle detected by GPS (Global Positioning System) or calculated by INS (Inertial Navigation System) A car navigation system may be mounted as a system that searches for a planned travel route, guides the driver, and assists driving to improve convenience.

  In such an INS, the vehicle speed and the moving distance of the vehicle are calculated based on the acceleration detected by the acceleration sensor, the direction of the vehicle is calculated based on the yaw rate detected by the yaw rate sensor, and then the moving distance and the vehicle direction are calculated. Thus, the position and posture of the vehicle are calculated.

In such calculation, integration calculation is mainly performed, and the detection value of each sensor includes errors such as drift and offset. Therefore, the accuracy of calculation of the final vehicle position and posture as INS In order to increase the error, the error is estimated by a Kalman filter as described in Patent Document 1 and the detected value is brought close to a positive value, but the error cannot be completely eliminated. The vehicle speed at the intermediate stage calculated as described above is corrected by the wheel speed detected by the wheel speed sensor.
JP-A-8-68654

  However, in such an INS, since the wheel speed is used for correcting the vehicle speed at the intermediate stage, when slipping or locking occurs in any of the wheels of the vehicle, the wheel speed serving as a reference for correction is However, since it is no longer a value that accurately represents the actual vehicle speed, there still remains a problem that the calculation accuracy of the final vehicle position and orientation as INS cannot be increased.

  In view of the above problems, an object of the present invention is to provide a vehicle position / orientation estimation apparatus capable of improving final calculation accuracy.

In order to solve the above problem, a vehicle position / orientation estimation apparatus according to the present invention includes:
Vehicle behavior detection means for detecting vehicle acceleration, wheel speed detection means for detecting wheel speed of the vehicle wheel, GPS speed detection means for detecting GPS speed, and whether slipping or locking of the wheel has occurred Determination means for determining whether or not, and when the determination means determines that slip or lock of the wheel has not occurred, the calculation means for calculating the vehicle speed based on the acceleration and the wheel speed, When the determination means determines that the wheel slips or locks, the calculation means calculates a vehicle speed based on the acceleration and the GPS speed.

  Here, the acceleration refers to an acceleration in the vehicle front-rear direction or an acceleration in the vehicle width direction in the vehicle position and orientation estimation device. The GPS speed is a vehicle speed detected by a technique called GPS Doppler based on the expansion of the wavelength of radio waves from a plurality of satellites received by the antenna constituting the GPS.

Here, in the vehicle position and orientation estimation device,
The calculation means calculates the vehicle speed based on the time integration of the acceleration, and corrects the vehicle speed using the wheel speed when the determination means determines that the wheel has not slipped or locked. And when the said determination means determines with the slip or the lock | rock of the said wheel having generate | occur | produced, it is preferable to correct | amend the said vehicle speed using the said GPS speed.

  According to this, when it is determined by the determination means that the wheel has not slipped or locked, the wheel speed, which is an item that is generally short in detection period and easy to detect, is used. When the calculation means corrects the vehicle speed and the determination means determines that the wheel slips or locks, the calculation is performed using the GPS speed that is more accurate than the wheel speed. Means can correct the vehicle speed.

Furthermore, in the vehicle position and orientation estimation device,
It is preferable that the vehicle behavior detection unit includes an estimation unit that detects an angular velocity of the vehicle and estimates a position and an attitude of the vehicle using the corrected vehicle speed and the angular velocity.

  According to this, since the estimation means can estimate the position and orientation of the vehicle using the more accurate vehicle speed after correction, the estimation means can estimate the position and orientation of the vehicle. Can improve the accuracy.

Furthermore, in the vehicle position and orientation estimation device,
It is preferable that the determination unit determines whether or not the wheel slips or locks based on a comparison between the GPS speed and the wheel speed.

  According to this, the average value of the wheel speed of each wheel is regarded as a vehicle speed, and whether or not the wheel slips or locks is generated based on the comparison between the average value and the wheel speed of the wheel. Compared to the determination, the GPS speed, which is so-called absolute information that is not affected by the behavior of the vehicle such as slip or lock, is regarded as a vehicle speed, and the wheel is determined based on the comparison between the GPS speed and the wheel. Since it is determined whether or not slip or lock has occurred, the determination can be performed more easily and reliably.

Furthermore, in the vehicle position and orientation estimation device,
The wheel is preferably a driving wheel.

  According to this, it is determined whether or not the wheel slips or locks based on the comparison between the GPS speed and the wheel speed of the driving wheel that is more easily slipped or locked among the wheels of the vehicle. By doing so, the following effects can be obtained.

  That is, the time when the deviation of the wheel speed of the drive wheel from the GPS speed from the time when the slip or lock occurs is larger than the determination threshold used for the determination is the wheel speed other than the drive wheel. The determination can be performed earlier because the deviation from the GPS speed is earlier than the time when the deviation becomes larger than the determination threshold.

  In addition, when the degree of occurrence of the slip or lock is small or the generation time is short, there may be a case where the deviation of the wheel speed other than the driving wheel from the GPS speed does not become larger than the determination threshold value. By using the wheel speed of the wheel for the determination, the sensitivity of the determination can be increased, and the determination can be performed more easily and reliably.

Furthermore, in the vehicle position and orientation estimation device,
When the determination means determines whether or not the wheel slips or locks, the calculation means uses the correction of the vehicle speed during the GPS speed detection period of the GPS speed detection means. It is preferable to provide supplement means for complementing the GPS speed.

  According to this, during the detection period of the GPS speed of the GPS speed detection means, that is, between the detection timings of the GPS speed detection means in a predetermined sampling period, the detection value of the GPS speed is calculated in real time by the calculation means. Even in a situation where it cannot be acquired, the complementing unit supplements the GPS speed used by the calculating unit for correcting the vehicle speed, so that the calculating unit can appropriately correct the vehicle speed.

Furthermore, in the vehicle position and orientation estimation device,
The complement means may use the GPS speed used by the calculation means for correcting the vehicle speed during the detection period as the GPS speed detected by the GPS speed detection means at a previous detection timing during the detection period. preferable.

  According to this, in the case where the determination means determines that the wheel slip or lock has occurred, the force acting on the wheel from the road surface does not generate the slip or lock. By using the fact that the vehicle speed of the vehicle can be regarded as not changing, it is possible to complement the GPS speed used by the calculating means for correcting the vehicle speed with simpler means. It can be carried out.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle position and orientation estimation apparatus which can improve final calculation accuracy can be provided.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing an embodiment of a vehicle position / orientation estimation apparatus according to the present invention. The vehicle position / orientation estimation apparatus 1 includes a car navigation electronic control unit (ECU 2), a GPS antenna 3 (Global Positioning System), an acceleration sensor 4, a yaw rate sensor 5, and a steering sensor 6. , Receiver 7, database 8, display 9, and touch panel 10. Further, an ABS 11 (Anti-lock Brake System) is connected to the car navigation ECU 2 according to a communication standard such as CAN (Controller Area Network).

  Here, the car navigation ECU 2 is composed of, for example, a CPU, a ROM, a RAM, a data bus that connects them, and an input / output interface, and a search means 2a that performs each control described below in accordance with a program stored in the ROM. , Display means 2b, vehicle behavior detection means 2c, wheel speed detection means 2d, GPS speed detection means 2e, determination means 2f, calculation means 2g, complementing means 2h, and estimation means 2i.

  The GPS antenna 3 receives radio waves from a plurality of satellites launched above the earth, the acceleration sensor 4 detects acceleration in the longitudinal direction of the vehicle, and the yaw rate sensor 5 The yaw rate, that is, the angular velocity around the vertical axis of the vehicle is detected. Further, the steering sensor 6 detects the steering angle of the steering device, and the receiver 7 is based on light or a radio wave beacon. Receive road information from (Vehicle Information & Communication System). In addition, the database 8 is composed of a storage medium such as a CD-ROM or DVD-ROM, and stores and stores display map information and search map information.

  Further, the display 9 displays the planned travel route searched by the search means 2a of the car navigation ECU 2 based on the search map information on the basis of the search conditions such as the destination input by the driver. Based on the command of the means 2b, it is displayed together with the map information for display. Note that. The display 9 is composed of a multi-information display, and also functions as a touch panel 10, that is, a means for a driver to input search conditions including a destination and other input information.

  In addition, the ABS 11 detects each wheel speed from a wheel speed sensor provided corresponding to each wheel, obtains the vehicle speed from the average of each wheel speed, and locks any of the wheel speeds with respect to the vehicle speed. This is a device that reduces the hydraulic pressure of a brake that brakes the corresponding wheel when it falls below the determination threshold for use, and prevents the wheel from being locked during braking, and shows the wheel speed for use in the control. The car navigation ECU 2 acquires the wheel speed from the ABS 11 by transmission according to a communication standard such as CAN.

  Further, the search means 2a of the car navigation ECU 2 measures the position of the vehicle, that is, the longitude and latitude based on the principle of triangulation, for example, based on the radio waves from the plurality of satellites received by the GPS antenna 3. In addition, the vehicle behavior detection means 2c of the car navigation ECU 2 detects the longitudinal acceleration of the vehicle from the acceleration sensor 4, and detects the yaw rate of the vehicle, that is, the angular velocity around the vertical axis of the vehicle, from the yaw rate sensor 5. Further, the wheel speed detection means 2d of the car navigation ECU 2 acquires the wheel speed of each wheel of the vehicle from the ABS 11 via CAN, and the GPS speed detection means 2e receives the radio waves from the plurality of satellites received by the GPS antenna 3. Based on the extension of the wavelength, the GPS speed of the vehicle is detected by a technique called GPS Doppler.

  The determination means 2f of the car navigation ECU 2 determines whether or not a wheel slip or lock has occurred. The GPS speed detected by the GPS speed detection means 2e and the wheel speed detection means 2d from the ABS 11 are determined. If the absolute value of the deviation between the GPS speed and the wheel speed of the driving wheel is larger than the judgment threshold for slip and lock based on a comparison with the wheel speed of the driving wheel among the obtained wheel speeds, the wheel slip Alternatively, it is determined that a lock has occurred.

  Further, the calculation means 2g of the car navigation ECU 2 performs an integral calculation based on the acceleration in the vehicle longitudinal direction detected by the vehicle behavior detection means 2c by the acceleration sensor 4, and calculates the vehicle speed. In such integral calculation, since the detection value of the acceleration sensor 4 includes errors such as drift and offset, the estimation means 2i calculates the vehicle travel distance by integrating the vehicle speed, The vehicle behavior detecting means 2c integrates and calculates the yaw rate detected by the yaw rate sensor 5 to calculate the direction of the vehicle. As described later, the calculation means 2g appropriately corrects the vehicle speed in the intermediate stage calculated by the wheel speed detected by the wheel speed detection means 2d or the GPS vehicle speed detected by the GPS speed detection means 2e.

  More specifically, when the determination unit 2f determines that no wheel slip or lock has occurred, the estimation unit 2i determines the position and orientation of the vehicle based on the yaw rate and acceleration, and the wheel speed. In addition, when the determination unit 2f determines that a wheel slip or lock has occurred, the estimation unit 2i estimates the position and orientation of the vehicle based on the yaw rate and acceleration, and the GPS speed.

  That is, the calculation means 2g calculates the vehicle speed based on the time integral of acceleration, and corrects the vehicle speed using the wheel speed when the determination means 2f determines that the wheel slip or lock has not occurred, When the determination unit 2f determines that a wheel slip or lock has occurred, the vehicle speed is corrected using the GPS speed.

  Further, the complementing means 2h of the car navigation ECU 2 determines that the calculating means 2g determines that the calculating means 2g is between the GPS speed detection periods of the GPS speed detecting means 2e when the determining means 2f determines that a wheel slip or lock has occurred. Complements the GPS speed used to correct the vehicle speed. More specifically, the complementing unit 2h uses the GPS speed used by the calculating unit 2g for correcting the vehicle speed during the detection period as the GPS speed detected by the GPS speed detecting unit 2e at the previous detection timing during the detection period.

  Thus, when the GPS antenna 3 cannot receive radio waves from the satellite, the estimation means 2i of the car navigation ECU 2 detects the wheel speed, the acceleration in the vehicle front-rear direction detected by the acceleration sensor 4, and the yaw rate sensor 5. An INS that estimates the position and orientation of the vehicle by calculating the moving distance and direction of the vehicle by appropriately adding the steering angle of the steering device detected by the steering sensor 6 to the yaw rate is configured.

  That is, in the measurement of the position of the vehicle by the search means 2a of the car navigation ECU 2 using the GPS antenna 3 described above, the vehicle is located in a valley of a high-rise building or tunnel because of the characteristics of using radio waves from the satellite. When the vehicle is traveling inside or when the vehicle is traveling under the viaduct, the GPS antenna 3 cannot receive the radio wave from the satellite, so the position of the vehicle cannot be measured. This is supplemented by speculation.

  The search means 2 a of the car navigation ECU 2 uses the map information for search in the database 8 for the planned travel route connecting the position measured in this way and the destination input by the driver through the touch panel 10, that is, the display 9. Search using the Dijkstra method.

  The display means 2b of the car navigation ECU 2 includes map information for display in the database 8, the position of the vehicle measured by the above-described method, the destination input by the touch panel 10, that is, the display 9, and search means. The planned travel route from the position searched in 2a to the destination is also displayed on the display 9.

  The control content of the part concerning the present invention of the vehicle position / orientation estimation apparatus 1 described above will be described with reference to flowcharts and diagrams. FIG. 2 is a flowchart showing the control contents of the vehicle position / orientation estimation apparatus 1 according to the present invention.

  As shown in S1 of FIG. 2, the vehicle behavior detection means 2c of the car navigation ECU 2 detects the longitudinal acceleration of the vehicle from the acceleration sensor 4, and the wheel speed detection means 2d of the car navigation ECU 2 detects the wheel speed of each wheel of the vehicle. Is obtained from the ABS 11 via the CAN. Subsequently, in S2, the GPS speed detecting means 2e detects the GPS speed of the vehicle by a method called GPS Doppler based on the expansion of the wavelength of the radio waves from the plurality of satellites received by the GPS antenna 3.

  In S3, the determination means 2f of the car navigation ECU 2 determines the deviation between the GPS speed detected by the GPS speed detection means 2e in S2 and the wheel speed of the drive wheel among the wheel speeds acquired by the wheel speed detection means 2d from the ABS 11 in S1. In S4, the determination means 2f determines whether or not the absolute value of the deviation between the GPS speed and the wheel speed of the drive wheel is larger than the slip and lock determination threshold value. If NO, proceed to S8.

  In S5, since the absolute value of the deviation between the GPS speed and the wheel speed is larger than the determination threshold for slip and lock, the determination means 2f determines that slip or lock has occurred. The supplementing means 2h of the navigation ECU 2 complements the GPS speed used by the calculating means 2g for correcting the vehicle speed during the GPS speed detecting period of the GPS speed detecting means 2e, that is, the calculating means 2g corrects the vehicle speed during the detecting period. The GPS speed to be used is the GPS speed detected by the GPS speed detecting means 2e at the previous detection timing during the detection cycle.

  Further, in S7, the calculation means 2g of the car navigation ECU 2 performs integral calculation based on the vehicle longitudinal direction acceleration detected by the vehicle behavior detection means 2c by the acceleration sensor 4, calculates the vehicle speed, and then calculates based on the acceleration. The vehicle speed at the intermediate stage is corrected by the GPS vehicle speed detected by the GPS speed detection means 2e. Furthermore, in S11, the estimation means 2i of the car navigation ECU 2 calculates the moving distance of the vehicle based on the vehicle speed and GPS speed calculated by the calculation means 2g.

  Further, in S8, since the absolute value of the deviation between the GPS speed and the wheel speed is not larger than the slip and lock determination threshold, the determination means 2f determines that slip or lock has not occurred, and in S10 The calculation means 2g of the car navigation ECU 2 performs integration calculation based on the acceleration in the vehicle longitudinal direction detected by the vehicle behavior detection means 2c by the acceleration sensor 4, calculates the vehicle speed, and then calculates the intermediate calculated based on the acceleration. The vehicle speed at the stage is corrected by the wheel speed of the drive wheel. Further, in S11, the estimation means 2i of the car navigation ECU 2 calculates the moving distance of the vehicle based on the vehicle speed and wheel speed calculated by the calculation means 2g.

  According to the vehicle position and orientation estimation apparatus 1 of the present embodiment realized by these control contents, the following operational effects can be obtained. That is, the calculating means 2g calculates the vehicle speed based on the time integral of acceleration, and when the determining means 2f determines that no wheel slip or lock has occurred, the calculating means 2g calculates using the wheel speed. When the determination means 2f determines that the wheel slip or lock has occurred, the wheel speed is obtained by correcting the vehicle speed calculated by the calculation means 2g using the GPS speed. And the advantage of the GPS speed can be appropriately used to correct the vehicle speed at the intermediate stage.

  That is, in the case where it is determined by the determination means 2f that no wheel slip or lock has occurred, it is generally advantageous to use a wheel speed with a short detection cycle for easy detection, and the wheel speed is the vehicle speed. Since the calculation means 2g can correct the vehicle speed using the wheel speed. At the same time, when it is determined by the determination means 2f that the wheel slips or locks, the calculation means 2g uses the GPS speed considered to represent the vehicle speed more accurately than the wheel speed. Can be corrected.

  As a result, the estimating means 2i can calculate the moving distance of the vehicle and estimate the position and posture of the vehicle by a well-known integral calculation using a more accurate vehicle speed after correction. The accuracy in estimating the position and posture of the vehicle by means 2i can be increased.

  Furthermore, the determination means 2f considers the average value of the wheel speed of each wheel as the vehicle speed by determining whether or not the wheel slip or lock has occurred based on the comparison between the GPS speed and the wheel speed, Based on the comparison between the average value and the wheel speed of each wheel, the following operational effects can be obtained as compared with a general configuration for determining whether or not a wheel slip or lock has occurred.

  That is, the GPS speed, which is so-called absolute information that is not affected by vehicle behavior such as wheel slip or lock, is regarded as the vehicle speed, and the wheel slip or lock is determined based on a comparison between the GPS speed and the wheel speed of each wheel. Therefore, it is possible to more easily and reliably determine whether slip or lock has occurred.

  Further, by setting the wheel speed to be compared as the wheel speed of the driving wheel, the deviation of the wheel speed of the driving wheel from the GPS speed from the time when slipping or locking occurs is used to determine the slip or locking. Whether slip or lock has occurred by utilizing the property that the deviation from the GPS speed of the wheel speed other than the driving wheel is greater than the judgment threshold when the time when the judgment threshold is exceeded The determination of whether or not can be made earlier.

  In addition, when the degree of occurrence of slip or lock is small or the occurrence time is short, there is a case where the deviation of the wheel speed other than the drive wheel from the GPS speed does not become larger than the slip or lock determination threshold. If the determination is made based on the wheel speeds other than the wheels, it cannot be determined that slip or lock has occurred. Therefore, by using the wheel speed of the driving wheel for the determination, the sensitivity of the determination can be increased, and the determination can be further improved. It can be done easily and reliably.

  Further, when the determination unit 2f determines whether or not a wheel slip or lock has occurred, the GPS speed used by the calculation unit 2g to correct the vehicle speed during the GPS speed detection period of the GPS speed detection unit 2e. By providing the complementing means 2h for complementing, the following operational effects can be obtained.

  In other words, during the GPS speed detection period of the GPS speed detection means 2e, that is, between the previous and current detection timings of the GPS speed detection means 2e in a predetermined sampling period, the detected value of the GPS speed is the GPS speed detection means in real time. 2e cannot be detected, and therefore a situation occurs in which the detection value of the real-time GPS speed cannot be obtained by the calculation means 2g. However, according to the present embodiment, the complementing means 2h supplements the GPS speed used by the calculating means 2g for correcting the vehicle speed, so that the calculating means 2g can appropriately correct the vehicle speed even during the detection period.

  Further, the complementing unit 2h sets the GPS speed used by the calculating unit 2g to correct the vehicle speed during the detection period as the GPS speed detected by the GPS speed detecting unit 2e before the detection period, that is, at the previous detection timing. In the case where the determination means 2f determines that the wheel slips or locks, the wheel acts on the wheel from the road surface as compared to a state where the wheel is securely gripped on the road surface during normal traveling. Since it can be assumed that the force is sufficiently small, it is considered that the vehicle speed of the vehicle has not changed, and the GPS speed used by the calculating means 2g for correcting the vehicle speed by the complementing means 2h can be complemented by simpler means.

  Furthermore, in the conventional map matching, when the error in the position of the vehicle acquired by GPS is large, for example, there is a possibility that adjacent roads may be confused to correct the position of the vehicle. According to such a vehicle position / orientation estimation apparatus, the accuracy of the vehicle position itself can be improved, so that the frequency of using map matching can be reduced to prevent the above-described problems caused by erroneous map matching.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various modifications and substitutions are made to the above-described embodiments without departing from the scope of the present invention. be able to.

  For example, when the complementing means 2h complements the GPS speed, in this embodiment, the previous value detected by the GPS speed detecting means 2e at the previous detection timing is used as it is, but the vehicle behavior detecting means 2c is an acceleration sensor. A value obtained by correcting the previous value by using the acceleration detected by 4 and the elapsed time from the previous detection timing may be used.

  Furthermore, in determining whether or not wheel slip or lock has occurred, in this embodiment, the absolute value of the deviation between the wheel speed and the GPS speed is compared with a common determination threshold for slip and lock. Of course, the determination threshold value for slip and the determination threshold value for lock may be different values.

  Furthermore, in this embodiment, the vehicle position and orientation estimation apparatus according to the present invention is realized by a car navigation system, but may be a system realized by VSC (Vehicle Stability Control).

  In this case, in addition to or in place of estimating the position and posture of the vehicle in the VSC, the actual detection is performed by comparing the actually detected yaw rate with the yaw rate obtained from the steering angle and the vehicle speed. When the yaw rate is small, it is determined that the vehicle may slip to the outside of the turn, and the engine output is suppressed to apply a brake to prevent the skidding.

  Further, in VSC, if the actual detected yaw rate is larger than the yaw rate obtained from the steering angle and the vehicle speed, it is determined that the vehicle behavior may become unstable, and the front wheels outside the turn are braked. Control to apply.

  In such a VSC, by correcting the vehicle speed as in this embodiment, the accuracy of the yaw rate obtained from the steering angle and the vehicle speed used for comparison with the actually detected yaw rate is increased, and the above-described determination is performed. Can improve the accuracy.

  The present invention relates to a technique for estimating the position and orientation of a vehicle, and the vehicle position can be improved in final calculation accuracy by a relatively minor change in logic without adding new components. Since the posture estimation device can be provided, it is useful when applied to various vehicles such as passenger cars, trucks, and buses.

1 is a block diagram illustrating an embodiment of a vehicle position and orientation estimation device according to the present invention. It is a flowchart which shows the control content of one Embodiment of the vehicle position and orientation estimation apparatus which concerns on this invention.

Explanation of symbols

1 Vehicle position and orientation estimation device 2 Car navigation ECU
2a search means 2b display means 2c vehicle behavior detection means 2d wheel speed detection means 2e GPS speed detection means 2f determination means 2g calculation means 2h complement means 2i estimation means 3 GPS antenna 4 acceleration sensor 5 yaw rate sensor 6 steering sensor 7 receiver 8 database 9 Display 10 Touch panel 11 ABS

Claims (7)

  Vehicle behavior detection means for detecting vehicle acceleration, wheel speed detection means for detecting wheel speed of the vehicle wheel, GPS speed detection means for detecting GPS speed, and whether slipping or locking of the wheel has occurred Determination means for determining whether or not, and when the determination means determines that slip or lock of the wheel has not occurred, the calculation means for calculating the vehicle speed based on the acceleration and the wheel speed, The vehicle position / posture estimation device, wherein the calculating means calculates a vehicle speed based on the acceleration and the GPS speed when the determining means determines that the wheel slips or locks.   The calculation means calculates the vehicle speed based on the time integration of the acceleration, and corrects the vehicle speed using the wheel speed when the determination means determines that the wheel has not slipped or locked. The vehicle position / orientation estimation apparatus according to claim 1, wherein the vehicle speed is corrected using the GPS speed when the determination unit determines that the wheel slips or locks. .   3. The vehicle behavior detection unit includes an estimation unit that detects an angular velocity of the vehicle and estimates a position and an attitude of the vehicle using the corrected vehicle speed and the angular velocity. The vehicle position and orientation estimation device described.   The vehicle position / orientation estimation device according to claim 3, wherein the determination unit determines whether or not the wheel slips or locks based on a comparison between the GPS speed and the wheel speed. .   The vehicle position / posture estimation apparatus according to claim 4, wherein the wheels are drive wheels.   When the determination means determines whether or not the wheel slips or locks, the calculation means uses the correction of the vehicle speed during the GPS speed detection period of the GPS speed detection means. The vehicle position / orientation estimation apparatus according to claim 2, further comprising a complementing unit that complements the GPS speed.   The complement means sets the GPS speed used by the calculation means to correct the vehicle speed during the detection period as the GPS speed detected by the GPS speed detection means at a previous detection timing during the detection period. The vehicle position and orientation estimation device according to claim 6, wherein

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