JP2012234244A - Terminal position determination device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow low-cost high-accuracy determination of a presence position of another terminal on the basis of presence position information (GSP positional information) of another vehicle or pedestrian received by inter-vehicle communication or pedestrian-vehicle communication.SOLUTION: Using, as reference, a presence position of another terminal 2 based on GPS positional information of the other terminal 2 of another vehicle or pedestrian, the positional information received by an inter-vehicle communication part 32, an acquisition part 33 acquires a travel speed of the other terminal 2 and a travel direction thereof. Based on the aforementioned travel speed and travel direction, an estimation part 34 estimates the presence position of the other terminal 2 when the inter-vehicle communication part 32 receives the next GPS positional information. Further, an error range of the presence position based on the received GSP positional information is made smaller, as a degree of coincidence of the presence position estimated by an error range setting part 35 with the presence position based on the GSP positional information received by the inter-vehicle communication part 32 at the same clock-time as the estimation by the error range setting part becomes higher, and the reliability of the presence position based on the received GSP positional information is determined by a determination part 36 on the basis of the magnitude of the error range.

Description

  The present invention receives information on the location of other terminals detected by other vehicles and pedestrian terminals using satellites, and determines the location of the other terminals received by inter-vehicle communication or inter-vehicle communication. More particularly, the present invention relates to improvement of determination accuracy.

  Conventionally, in order to prevent collisions between vehicles at intersections or between vehicles and pedestrians, a positioning system using a satellite, for example, a representative GPS (Global Positioning), is used by each terminal provided in the vehicle or pedestrian. (System) by detecting and receiving its own receiving position information (hereinafter referred to as GPS position information) every moment, and inter-vehicle communication between the terminals of the vehicle and between the terminals of the vehicle and the surrounding pedestrian terminals GPS position information received by each vehicle or pedestrian's terminal by means of inter-pedal communication and received from other vehicles or pedestrian terminals (other terminals) at least at the vehicle-side terminal It has been proposed to determine the positions of other nearby vehicles and pedestrians based on information and to monitor their behavior.

  In this case, the position of the GPS position information of the other vehicle or pedestrian terminal (other terminal) received in the inter-vehicle communication or the inter-vehicle communication (in other words, the existing position of the other vehicle or pedestrian). Reliability is a problem.

  And, if the reliability of the GPS position information of the other terminal of the received vehicle is erroneous and low, the use of the received GPS position information is prohibited and the determination of the position of the other terminal is not made erroneously. (See, for example, Patent Document 1 (paragraphs [0001]-[0005], [0077]-[0078], FIG. 1, FIG. 2, FIG. 6, FIG. 7, etc.)).

JP 2010-182007 A

  In the determination of the presence position described in Patent Literature 1, a straight line connecting the presence position of the GPS position information of the terminal of the host vehicle and the presence position of the GPS position information of another vehicle received by inter-vehicle communication, and the other vehicle Other terminals based on the GPS position information of other terminals received by inter-vehicle communication depending on whether or not the angle formed with the direction (reception direction) from which the GPS position information signal arrives is larger than the set value by a certain amount or more It is determined whether or not the existence position of is incorrect.

  In this case, since the position error of the received GPS position information is not taken into consideration, the reliability of the determination is low, especially in a driving environment where a multipath occurs surrounded by a high-rise building group, The presence position of the other terminal based on the received GPS position information becomes an erroneous position including a large error (variation), and the reliability of the determination is greatly reduced. In some cases, the other terminal (other vehicle) May be misplaced.

  And if the reliability determination of patent document 1 is performed also about the existing position of the other terminal (pedestrian) based on the GPS position information of the pedestrian terminal (other terminal) obtained by inter-pedal communication, Similar problems arise.

  According to the present invention, it is possible to accurately determine the location of other terminals based on the location information (GPS location information, etc.) of other vehicles or pedestrians received by inter-vehicle communication or inter-pedal communication at low cost. The purpose is to be able to do well.

  In order to achieve the above-described object, the terminal position determination apparatus of the present invention includes a receiving unit that receives information on the location of the other terminal detected by the other terminal using a satellite, and the receiving unit receives the information. A terminal position determination apparatus including a determination unit that determines a presence position of the other terminal, the acquisition unit acquiring at least information on a moving speed and a traveling direction of the other terminal, and the reception unit The estimation means for estimating the presence position of the other terminal at the next time from the movement speed and movement direction of the other terminal acquired by the acquisition means on the basis of the presence position of the other terminal; and As the degree of coincidence between the position of the other terminal estimated at the next time estimated by the means and the position of the other terminal received by the receiving means at the next time increases, the receiving means Error range setting means for reducing the error range of the existing position of the other terminal, and by the determining means, from the error range of the existing position of the other terminal received by the receiving means, The existence position is determined (claim 1).

  Further, in the terminal position determination apparatus of the present invention, the other terminal is mounted on a vehicle, and the estimation unit is configured to change the presence position of the other terminal at a plurality of times and the steering angle of the vehicle. The moving direction is determined (claim 2).

  In the case of the terminal position determination device according to the first aspect of the present invention, the position information detected by other terminals of other vehicles and pedestrians using satellites and transmitted by inter-vehicle communication or inter-vehicle communication is used as GPS position information. Then, this GPS position information is received by the receiving means. Also, at least information on the moving speed and traveling direction of the other terminal is obtained by the obtaining means by receiving from the other terminal or calculating from the time change of the GPS position information.

  Based on the GPS position information received by the receiving means, for example, based on the moving position and the traveling direction of the other terminal acquired by the acquiring means on the basis of the existing position of the other terminal at time ta, the estimating means The position of the other terminal at time tb at which the GPS position information is received is estimated. If there is no multipath occurrence, the existence position based on the GPS position information received by another terminal at time tb matches the estimated existence position, and conversely, a multipath occurs, and so on at time tb. If the presence position based on the GPS position information received by the terminal includes an error, it deviates from the estimated presence position accordingly.

  Then, when an error range in which other terminals always exist is set around the existing position based on the received GPS position information, the existing position based on the GPS position information received by the other terminal is estimated for this error range. It may be the smallest when it coincides with the existing position, and the existing position based on the GPS position information received by other terminals needs to be increased according to the deviation from the estimated existing position. At that time, the smaller the error range, the higher the accuracy of determination of the existing position.

  Therefore, the error range setting means increases the degree of coincidence between the existence position of the other terminal estimated by the estimation means and the existence position of the other terminal based on the GPS position information received by the reception means. Make it smaller.

  Then, when the presence position of another terminal received by the receiving means is determined from the error range by the determining means, the reliability can be accurately determined from the size of the error range.

  Therefore, the calculation of the position of the next time of the other terminal and the calculation process of the determination of the position of existence from the error range, the other vehicle or other terminal of the pedestrian received by the inter-vehicle communication or the inter-pedal communication The reliability of the location of other terminals based on the location information (such as GPS location information) can be accurately determined at low cost.

  In the case of the terminal position determination device according to the second aspect of the present invention, when another terminal is mounted on a vehicle (another vehicle) most desired to avoid encounter collision, the moving direction of the terminal (another vehicle) Is not simply determined from the past average of the existing positions based on the GPS position information or the steering angle alone, but based on the movement change and the steering angle of the existing positions based on the GPS position information at a plurality of times, for example, It is determined from the direction (direction) of the vehicle and the state of the steering angle. In this case, even if the change in the movement direction of the existing position based on the GPS position information is large with respect to the actual steering angle and the existing position based on the GPS position information is disturbed by multipaths, the movement direction is erroneous. Determination can be prevented, and the accuracy of determination is further improved.

It is a mimetic diagram of the example of running environment near the intersection where one embodiment of the present invention is applied. It is explanatory drawing of the presence position estimation of the terminal of the other vehicle of FIG. It is explanatory drawing of the example of a change of the error range of FIG. 2 of the presence position of the terminal of the other vehicle based on the GPS position information which the terminal of the other vehicle of FIG. 1 received. It is explanatory drawing of the designation | designated switching of an existing position when multipath etc. generate | occur | produce. It is a block diagram of the terminal position determination apparatus of one Embodiment of this invention with which the own vehicle of FIG. 1 is provided. 6 is a flowchart for explaining the operation of FIG. 5. It is explanatory drawing of the example of a change of the presence position of the pedestrian's terminal based on the GPS position information which the pedestrian's terminal received.

  Next, in order to describe the present invention in more detail, an embodiment will be described in detail with reference to FIGS.

  FIG. 1 shows, for example, a plurality of vehicles 1a to 1d entering different roads βa to βd at an intersection α. The vehicle 1a is the own vehicle, and the vehicles 1b to 1d are other vehicles for the own vehicle 1a. And each vehicle 1a-1d carries the terminal 2 of vehicle-to-vehicle communication.

  Each terminal 2 has at least a GPS reception function and a vehicle-to-vehicle communication function, detects and acquires information on its own location (GPS position information) using a satellite, and exchanges GPS position information and the like with each other through vehicle-to-vehicle communication. To do. Further, at least the terminal 2 of the host vehicle 1 a includes a terminal position determination device 3. The terminals 2 of the other vehicles 1b to 1d are other terminals of the present invention.

  In the case of this embodiment, the information exchanged between the terminals 2 by vehicle communication (including inter-step communication when information is also obtained from a pedestrian) is the vehicles 1a to 1d based on the received GPS position information. The current position, vehicle speed (movement speed of the present invention), and traveling direction (movement direction) are used. The current position based on the GPS position information is latitude and longitude, and the traveling direction is data obtained by estimating the traveling direction of the vehicle 1 from the past GPS position information and the steering angle. Note that the vehicle speed and the traveling direction can be obtained and obtained from time differentiation and integration by simply exchanging GPS position information by inter-vehicle communication. In the case of this embodiment, at least the own vehicle In 1a, in order to determine the moving direction of the other vehicles 1b to 1d based on the movement change of the location of the terminal 2 of the other vehicles 1b to 1d and the steering angles of the other vehicles 1b to 1d at a plurality of times. As direction information, steering angle information is exchanged in addition to GPS position information.

  Next, the principle of determining the presence position of the GPS position information of the terminals 2 of the other vehicles 1b to 1d in the own vehicle 1a will be described.

  FIG. 2 shows a situation in which a vehicle (own vehicle) V1 and a vehicle (other vehicle) V2 traveling forward and backward are traveling in the same direction through inter-vehicle communication for the sake of simplicity. Under this circumstance, for example, the position corresponding to the multipath or the like is included in the position of the GPS position information transmitted from the terminal (not shown) of the vehicle V2 to the terminal (not shown) of the vehicle V1 at time t1. Therefore, a terminal position determination device (not shown) having a configuration described later of the vehicle (own vehicle) V1 uses the position ps of the GPS position information received at time t1 as a range where the terminal of the vehicle V2 exists at time t1. An existable circle Cs having a predetermined radius as (center) is obtained. The existence possible circle Cs and the existence possible circle Cj after time t2 described later are circles within the error range of the present invention, and the existence circles Cs and Cj are hereinafter referred to as error range circles. For example, the first error range circle Cs immediately after the start of the engine of the host vehicle 1a with the ignition key turned on is a size that is appropriately set based on DOP (precision reduction rate) information received together with a specified range or GPS position information. For example, it is a wide circle with a radius of about 10 m.

  Further, with reference to the position ps at time t1, for example, the position pi of the terminal of the vehicle V2 at the next time t2 is estimated by using a movement vector synthesized from the current vehicle speed and the traveling direction sent from the vehicle V2, for example. An expected existence possible circle Ci of the terminal of the vehicle V2 around the position pi is obtained. The expected existence circle Ci is set as a position error that is small (substantially minimum) in a traveling environment in which no multipath or the like occurs, and is, for example, a circle having a radius of about 1 m.

  Further, an error range circle Cj at time t2 is obtained around the position pj of the GPS position information actually sent from the terminal of vehicle V2 at time t2, and the position of terminal 2 of vehicle V2 at time t2 (position of vehicle V2) ), The reliability R of the position of the GPS position information of the terminal of the vehicle V2 (the other terminal of the present invention) is determined from the degree of coincidence of the position pi and the position pj. Define and determine in. 3 is the range of the position where the terminal of the vehicle V2 exists at time t2.

  In equation (1), xij is the distance between the positions pi and pj of the expected existence circle Ci and the error range circle Cj, and r is the radius of the error range circle Cj. This equation (1) determines that the presence position of the received GPS position information is correct (completely reliable) if the position pi of the possible existence circle Ci matches the position pj of the error range circle Cj, and both circles Ci , The reliability of the position of the received GPS position information decreases as the positions pi and pj of Cj move away, and the position of the received GPS position information is incorrect if the circles Ci and Cj are separated so that they do not touch each other Means that it is not reliable.

  Then, at the reception interval of GPS position information (for example, at intervals of 1 second), an expected existence circle Ci at the next time is obtained with reference to the position pj of the error range circle Cj at the previous time, and the GPS received at that time is obtained. An error range circle Cj based on the position information position is obtained, and the reliability R of the position of the GPS position information received from time to time is determined from the degree of coincidence of the positions pi and pj of both circles Ci and Cj.

  By the way, in order to drastically improve the determination accuracy of the above existing position, in the present embodiment, the estimated predicted existing position pi and the received position pj of the other terminal 2 are close to each other and the degree of matching is high. If so, the error range circle Cj at the next time is reduced to reduce the error range of the GPS position information existing position.

  That is, the position of the GPS position information of the terminal of the other vehicle V2 that is received and collected from moment to moment can be regarded as sampling from the population. When the other vehicle V2 moves, the value (existing position) of the GPS position information changes, but at the same time, by acquiring information on the vehicle speed and the traveling direction of the other vehicle V2, the GPS position information of each time received is obtained. The value can be corrected to a fixed position value based on a certain value.

  Then, assuming that the past measurement count is n and X is a corrected value (existing position) when viewed from the current time of the existing position of the GPS position information of the other vehicle V2, the value X of each time and its average value From the sum of the differences, it can be seen that the variance value of the population can be estimated as shown in the following equation (2).

  Here, since the received GPS position information is affected by multipath and the dispersion value may change suddenly, the value of n cannot be increased, but it can be used as a measure of the error (variation) of the GPS position information. .

  Then, when the estimated expected position pi and the received position pj of the other terminal 2 approach, for example, more than a set threshold and the degree of coincidence increases, the variance value decreases, and the next time It is possible to reduce the radius of the error range circle Cj.

  Therefore, by repeating this procedure and reducing the radius of the error range circle Cj by 1 m, for example, there is no effect of multipath and the GPS position information error (variation) is small and stable, and the expected existence possible circle Ci and the error range circle Cj Under the situation where the degree of coincidence becomes high, the error range circle Cj is set to a sufficiently large radius (for example, a radius of 10 m) at the beginning of the time t1, but thereafter gradually becomes a certain small radius (for example, a radius of 1 m). ) Will converge and become fixed.

  FIG. 3 shows an example of the convergence of the error range circles Cs and Cj at times t1, t2,..., T21,. The dotted line is a trajectory connecting the positions pi of the possible existence circles Ci in time order.

  By doing in this way, the error range circle Cj becomes smaller as the driving environment is less stable and the GPS position information error (variation) is less, and other vehicles received by inter-vehicle communication. The reliability R of the determination of the location of the other terminal 2 based on the GPS location information of V2 (vehicles 1b to 1d in FIG. 1) is greatly improved.

  By the way, when the position pi of the terminal of the vehicle V2 at the time t2 is estimated to obtain the expected existence circle Ci, the traveling direction (movement direction) of the vehicle V2 is one of the important parameters. Rather than simply determining the direction of travel using only the average of existing positions based on past GPS position information or the rudder angle, first the previous two hours before and the current three times in a driving environment with little change in rudder angle The traveling direction is determined from the change in the existing position based on the GPS position information. That is, if the direction of change of the location at the three times is the same, it is determined that there is no change in the traveling direction and the traveling direction is the same, and the traveling direction is determined. Further, when the change direction of the existing position at the three times is different, the latest travel direction is determined on the condition that it does not greatly deviate from the change direction of the steering angle described later. Next, when the change in the traveling direction at the three times becomes larger than the set value with respect to the steering angle, it is interpreted that the existing position based on the GPS position information is disturbed due to the occurrence of multipath, etc. The direction of travel is determined as continuing to maintain the direction of travel under stable conditions. By doing so, the trajectory of the position pi becomes a trajectory in which the influence of the multipath or the like is prevented as much as possible, and the moving direction can be obtained even when the location of the other terminal 2 based on the GPS position information is disturbed by the multipath or the like. This makes it possible to prevent erroneous determination, and the accuracy of determination is greatly improved.

  Next, when the center position pi of the expected existence circle Ci and the center position pj of the error range circle Cj are separated due to the influence of multipath or the like, for example, the solid line and the dotted line locus in FIG. Since the above dispersion value is considered to increase and spread, the radius of the error range circle Cj is increased according to the divergence state between the positions pi and pj. At this time, the expected existence circle Ci is fixed to a small radius when the multipath or the like does not occur as described above. In many cases, the other terminal 2 exists in the prediction existence circle Ci, The error range circle Cj thus obtained always includes the expected existence circle Ci. Therefore, even when the error (variation) in the position of the GPS position information increases, the expected existence circle Ci is within the error range circle Cj, and the expected existence circle Ci is the existence that the other terminal 2 is predicted to have. It can be regarded as guaranteeing the position.

  Therefore, when the center position pj of the error range circle Cj is more than the set value by the influence of multipath or the like from the center position pi of the possible existence circle Ci, the vehicle speed and traveling direction of other vehicles to be received thereafter. And repeatedly calculating the predicted possible circle Ci at the next time based on the position pi of the predicted possible circle Ci and the vector of movement based on the vehicle speed and the traveling direction of the other vehicle to be received. The position pi of the possible existence circle Ci is regarded as the estimated position of the terminal 2 of the other vehicle instead of the position of the received GPS position information with a large error (variation), and the terminal 2 of the other vehicle can exist. The error range is changed from a range centered on the position pj to a range centered on the position pi. That is, it is estimated that the terminal 2 of another vehicle moves along the dotted line locus in FIG. In this case, since the estimated position pi is the center position of a small circle of the predicted expected existence possible circle Ci, the reliability R of the estimated existing position is sufficiently high even when affected by multipath or the like. Maintained.

  FIG. 4 shows the times t22 and t23 immediately after time t21 in FIG. 3 in which the center position pj of the error range circle Cj deviates by more than the set value from the center position pi of the expected existence circle Ci due to the influence of multipath or the like. The change of the expected existence circle Ci and the error range circle Cj is shown, and at time t22 and t23, the possible error range of the terminal 2 of another vehicle can be predicted from the range centered on the position pj of the error range circle Cj. The range is changed to a range centered on the position pi of the circle Ci. When this change is made, it is necessary to consider that the radius r in the equation (2) differs between the expected existence circle Ci and the error range circle Cj.

  FIG. 5 shows a schematic configuration of the terminal position determination device 3 of the present embodiment provided in at least the terminal 2 of the own vehicle 1a of FIG. 1, for example, 31 is a GPS receiver of the GPS positioning system, and GPS position information and related information Receives and outputs DOP (precision reduction rate) information and the like. 32 is, for example, a vehicle-to-vehicle communication unit that exchanges information with other terminals 2 of other vehicles 1b to 1d in FIG. 1 through vehicle-to-vehicle communication (wireless communication), and forms the receiving means of the present invention. In the case of this embodiment, regardless of whether or not the terminal position determination device 3 is provided, the terminals 2 of the vehicles 1a to 1d are at least their own GPS position information and related DOP information, etc. by inter-vehicle communication. Information on the moving speed of the terminal 2 (in other words, each of the vehicles 1a to 1d), that is, the vehicle speed and the traveling direction (moving direction) is transmitted to the other vehicles 1a to 1d. The vehicle speed is obtained from, for example, a vehicle speed sensor, and the traveling direction is obtained from, for example, the change in the existing position based on the GPS position information at the previous two hours and the current three times and the rudder angle detected by the rudder angle sensor as described above. It is done.

  Reference numeral 33 denotes an acquisition unit that forms acquisition means of the present invention. In the present embodiment, the vehicle speed and traveling direction information, which is the moving speed of the other terminal 2 received by the inter-vehicle communication unit 32, is captured. More simply, the vehicle speed can be obtained from the time derivative of the position where the GPS position information is present, and the traveling direction can be obtained from the direction of the traveling locus of the time integration of the GPS position information.

  34 is an estimation unit forming the estimation means of the present invention, and the movement of the other terminal acquired by the acquisition unit 33 on the basis of the location of the GPS position information of the other terminal 2 received by the inter-vehicle reception unit 32 From the speed and the traveling direction, the position pi of the above-described possible existence circle Ci is calculated, and the existence position (position pi) of the other terminal 2 at the next time t2 is estimated. The next time t2 is representative of the GPS position information at times t2, t3,..., For example, at a reception interval of 1 second, and so on.

  Reference numeral 35 denotes an error range setting unit that forms the error range setting means of the present invention. The position (position pi) of the other terminal 2 at the next time t2 estimated by the estimation unit 34 and the distance between the vehicles at the next time t2. As the degree of coincidence with the presence position (position pj) based on the GPS position information of the other terminal 2 received by the communication unit 32 increases, the GPS position information of the other terminal 2 received by the inter-vehicle communication unit 32 thereafter When the engine starts when the ignition key of the host vehicle 1a is turned on, for example, in a driving environment where the error range of the existence position (position pj) based on the error range, that is, the error range circle Cj is reduced and there is no influence of multipath or the like. Therefore, the error range circle Cj is gradually reduced.

  36 is a determination unit forming the determination means of the present invention, and is based on the GPS position information of the other terminal 2 received by the inter-vehicle communication unit 32 from the size of the error range circle Cj including the expected existence possible circle Ci. The reliability R of the location pj of the other terminal 2 is determined.

  Reference numeral 37 denotes a sensor unit of the host vehicle 1a having a vehicle speed sensor that outputs vehicle speed information and a steering angle sensor that outputs information on the steering angle necessary for traveling direction information. It is transmitted from the inter-vehicle communication unit 32 together with the GPS position information.

  And based on the determination result of the determination part 3, the terminal 2 of the own vehicle 1a is each terminal 2 of other vehicles 1b-1d (actually other vehicles 1b-1d) as shown, for example in FIG. 3, FIG. The behavior of the other vehicles 1b to 1d is monitored by grasping the locus of the existing position of the vehicle. At this time, if a multi-path occurs or the position pj of the error range circle Cj causes a large error and the reliability R of the determination result is greatly reduced, the position pj of the error range circle Cj is replaced as described above. Thus, the behavior of the other vehicles 1b to 1d is monitored with the position pi of the possible existence circle Ci as the respective positions of the terminals 2 of the other vehicles 1b to 1d (actually the other vehicles 1b to 1d).

  By the way, each part of the terminal position determination apparatus 3 is formed by a microcomputer, and performs inter-vehicle communication, estimation processing, determination processing, and the like in which the microcomputer is set.

  FIG. 6 shows an example of the processing procedure of the terminal position determination device 3. For example, when the ignition key of the host vehicle 1a is turned on and the engine is started, the inter-vehicle communication unit 32 receives the GPS position information of the other terminals 2 and the like. Every time (YES in step S1), the acquisition unit 33 acquires the moving speed (vehicle speed of the vehicles 1b to 1e) and the traveling direction information of the other terminal 2 at that time (step S2), and the estimation unit 34 acquires other information. The position pi of the possible existence circle Ci and the position (existence position) pj of the error range circle Cj at the next time t2 of the terminal 2 are estimated (step S3). Further, the error range setting unit 35 reduces the radius of the error range Cj based on the degree of coincidence between the positions pi and pj (step S4), and the determination unit 36 determines the reliability of the existence position pj of the other terminal 2 from the error range Cj. The degree R is determined (step S5). These processes are repeated until, for example, the ignition key is turned off. In addition, the other terminal 2 becomes the several terminal 2 of the other vehicles 1b-d in the driving | running | working environment of FIG.

  Therefore, in the case of the present embodiment, the degree of coincidence between the position pi of the possible existence circle Ci at the next time t2 of the other terminal 2 and the position pj based on the GPS position information received at the next time t2 increases. By reducing the radius of the error range Cj of the existence position of the other terminal 2, the GPS position information of the terminals 2 of the other vehicles 1 b to c received by the inter-vehicle communication at a low cost can be obtained by software processing of the microcomputer. It is possible to improve the determination accuracy of the reliability R based on the existing position.

  At that time, the moving direction of the other terminal 2 (the traveling direction of the other vehicles 1b to 1d) mounted on the other vehicles 1b to 1d where collision avoidance is most desired is based on GPS position information at a plurality of times. Since it is determined based on the movement change of the existing position and the steering angle, the change in the movement direction of the existing position based on the GPS position information is large with respect to the actual steering angle, and the existing position based on the GPS position information is a multipath or the like. Even when it is disturbed, it becomes possible to prevent an erroneous determination of the moving direction of the other terminals 2, and the accuracy of the determination is further improved.

  Further, when the center position pj of the error range circle Cj is more than the set value by the influence of multipath or the like from the center position pi of the possible existence circle Ci, the vehicle speeds of the other vehicles 1b to 1d to be received thereafter. The predicted possible circle Ci at the next time is calculated based on the position pi of the predicted possible circle Ci, the vehicle speed of the other vehicle to be received, and the movement vector based on the traveling direction. Repeatedly, the position pi of the possible existence circle Ci is regarded as the estimated position of the terminal 2 of the other vehicle instead of the position of the received GPS position information with a large error (variation), and the terminal 2 of the other vehicle Since the possible error range is changed from a range centered on the position pj to a range centered on the position pi, the reliability R of the determination of the existing position estimated even when affected by multipath or the like is sufficiently high. Keep high Rukoto can.

  By the way, if the terminal position determination device 3 having the configuration shown in FIG. 5 is also provided in the terminals 2 of the other vehicles 1b to 1d, the terminals 2 of the other vehicles 1a to 1d are similarly applied to the other vehicles 1b to 1d. Actually, the behaviors of the other vehicles 1a to 1d can be monitored by grasping the trajectory of each of the other vehicles 1a to 1d).

  Moreover, in the said embodiment, although the other terminal 2 was mounted in the other vehicles 1b-1d and applied when exchanging GPS positional information etc. by vehicle-to-vehicle communication, for example, walking which walks around the intersection of FIG. A person has a portable terminal (other terminal) having the same GPS reception function and inter-pedestrian communication function as the terminal 2 of the other vehicles 1b to 1d, and the own vehicle 1 is a pedestrian terminal (other It is also possible to monitor the pedestrian's behavior by grasping the locus of the existing position.

  FIG. 7 shows the GPS position information of the pedestrian's terminal that is received by the host vehicle 1a through inter-walk communication with other terminals of the pedestrian when the pedestrian carries the portable terminal and travels. 4 shows an example of a change in the position of a pedestrian based on, where 4 is a building along the road 5 and 6 is a sidewalk along the building 4 where the pedestrian passes. A trajectory connecting the positions of the centers of the error range circles based on the time-dependent GPS position information received by inter-pedal communication in time order even though the pedestrian is passing the sidewalk 6 is indicated by a solid line γ. As a result, the side of the building or the road is shifted from the sidewalk under the influence of multipaths. Also in this case, the error range circle based on the GPS position information can be obtained by reducing the degree of coincidence between the center position and the center position of the expected existence circle, and the same effect as the above embodiment can be obtained. When the position of the center of the error range circle deviates from the sidewalk to the building side or road side due to the influence of multipaths, etc., the position of the pedestrian's terminal is estimated by changing to the position of the center of the expected existence circle The behavior of pedestrians can be accurately monitored without being affected by multipath or the like.

  The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit of the present invention. In the case of inter-vehicle communication, various information regarding travel (walking) other than the walking speed) and the traveling direction (moving direction) of the vehicle or pedestrian may be acquired.

  Next, it is needless to say that the present invention can be applied to the case where the location information using the satellite is information other than the GPS location information.

  Further, the configuration of each part 31 to 37 of the terminal position determination device 3 may be any.

  And this invention is applicable to the terminal position determination apparatus of the terminal of the various vehicles which perform inter-vehicle communication and inter-vehicle communication.

DESCRIPTION OF SYMBOLS 1a Own vehicle 1b-1d Other vehicle 2 Terminal 3 Terminal position determination apparatus 31 GPS receiving part 32 Inter-vehicle communication part 33 Acquisition part 34 Estimation part 35 Error range setting part 36 Determination part

Claims (2)

A terminal position comprising receiving means for receiving information on the position of the other terminal detected by the other terminal using a satellite, and determination means for determining the position of the other terminal received by the receiving means A determination device,
Acquisition means for acquiring at least information on the moving speed and traveling direction of the other terminal;
Based on the moving position and moving direction of the other terminal acquired by the acquiring unit, the existing position of the other terminal at the next time is estimated based on the position of the other terminal received by the receiving unit. An estimation means;
As the degree of coincidence between the presence position of the other terminal at the next time estimated by the estimation means and the presence position of the other terminal received by the reception means at the next time increases, the reception means Error range setting means for reducing the error range of the location of the other terminal received by
The terminal position determining apparatus, wherein the determining means determines the position of the other terminal from the error range of the position of the other terminal received by the receiving means. In the terminal position determination apparatus according to claim 1,
The other terminal is mounted on a vehicle,
The terminal position determining apparatus, wherein the estimating means determines the moving direction based on a change in movement of an existing position of the other terminal at a plurality of times and a steering angle of the vehicle.

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