JP2013246038A - Current position determination device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a current position determination device capable of accurately correcting GPS measurement coordinates.SOLUTION: When a GPS error amount Err (RSU) is received from a roadside machine 10 (S20:Yes), and a GPS error amount Err (PDU) is received also from a portable terminal 40 (S21:Yes); and weights W1, W2 to the respective GPS error amounts Err (RSU), Err (PDU) are determined on the basis of a distance to the roadside machine 10 (S25). The sum of values obtained by multiplying the respective GPS error amounts Err (RSU), Err (PDU) by the weights W1, W2 is considered as a GPS error amount to be used for correction of GPS measurement coordinates of a vehicle (S26). Thus, the more accurate GPS error amount is determined than in the case of simply using either one of the error amounts, and as a result, the GPS measurement coordinates of the vehicle are accurately corrected.

Description

  The present invention relates to a vehicle current position determination apparatus, and more particularly to an apparatus that determines a current position of a vehicle using a GPS receiver.

  A technique for receiving radio waves from a GPS satellite using a GPS receiver and determining the current position based on the received radio waves is widely known. Various correction methods are also known for determining the current position using a GPS receiver because only a radio wave from a GPS satellite is used and the error is relatively large. For example, in Patent Document 1, a roadside device is provided with a GPS receiver, a pseudo distance to a GPS satellite is calculated based on a received radio wave of the GPS receiver, and a distance from the GPS satellite navigation data to the GPS satellite is calculated. The pseudorange error is calculated from the difference between the two. Then, correction data is generated based on the pseudo distance error, and the correction data is transmitted to the terminal device.

JP 2007-333636 A

  In Patent Document 1, a roadside device generates correction data and transmits it to a terminal device. However, the range in which this correction data can be received is only a narrow range around the roadside machine. Therefore, with the technique of Patent Document 1, the GPS measurement value can be corrected only in a narrow range around the roadside machine.

  A correction method called Assisted-GPS (hereinafter referred to as A-GPS) is also known for a mobile phone equipped with a GPS receiver. This correction method is a method of performing GPS positioning with a mobile phone, transmitting the position to a server through a communication line of the mobile phone, and receiving correction data of the area from the server to correct the position. It is also conceivable to transmit the correction data acquired by the mobile phone using this A-GPS to a vehicle current position determination device such as a car navigation device.

  However, while the GPS measurement error has a characteristic that fluctuates due to changes in a relatively narrow location, the correction data acquired by the mobile phone is the same data in a wider range than the region where the GPS error fluctuates. is there. Therefore, the accuracy of the correction data is not necessarily high.

  In addition to the case where the mobile phone directly transmits the correction data, when the mobile phone is in the vehicle and connected to the inter-vehicle communication device, the correction data (that is, the GPS error amount) is transmitted between the vehicles. It is also conceivable for the device to transmit to surrounding vehicles. Note that the information source of the GPS error amount transmitted by the inter-vehicle communication device is not limited to the mobile phone, and data transmitted by the roadside device described above is also conceivable. However, as described above, since the error of the GPS measurement value varies depending on the location, the amount of GPS error transmitted by a mobile communication device such as a mobile phone or an inter-vehicle communication device is not very reliable.

  For the same reason, the reliability of the correction data (that is, the GPS error amount) transmitted by the roadside device decreases as the position becomes farther from the roadside device.

  When the GPS error amount can be received from the mobile communication device and the GPS error amount can also be received from the roadside device, accurate correction cannot be performed simply by using one of them.

  The present invention has been made based on this situation, and an object of the present invention is to provide a current position determination device capable of accurately correcting GPS measurement coordinates.

  In order to achieve the object, the present invention provides a vehicle current position determination device (30) for determining a current position of a vehicle using a GPS receiver (33), and uses radio waves received by the GPS receiver. The coordinate measurement unit (32) that measures the own GPS measurement coordinates that are the coordinates of the own vehicle and the correction information for correcting the error of the own GPS measurement coordinates measured by the coordinate measurement unit are acquired and corrected. A GPS error amount is determined based on the information, and using the GPS error amount, a position correction unit (321, 322) that sequentially corrects the own GPS measurement coordinates, and a GPS receiver (12) and its own installation coordinates are determined. A roadside device (10) having a stored storage unit (14), which transmits a GPS error amount determined from the difference between the coordinates of the roadside device measured using radio waves received by the GPS receiver and the installation coordinates. From the roadside machine The road-to-vehicle communication unit (31) that receives the GPS error amount and the mobile body communication unit (31, 35) that receives the GPS error amount transmitted by the mobile body, the position correction unit includes the road-to-vehicle communication And the mobile communication unit both receive the GPS error amount, the GPS error amount received by the road-to-vehicle communication unit based on the distance to the roadside device, and the mobile communication unit received A weight for each of the GPS error amounts is determined, and a sum of values obtained by multiplying the respective GPS error amounts by the weight is determined as a GPS error amount used for correcting the own GPS measurement coordinates.

  As described above, in the present invention, when both the road-vehicle communication unit and the mobile communication unit receive the GPS error amount, the weight for each GPS error amount is determined based on the distance to the roadside device. Since the determined weight is the GPS error amount that is used for self-correction, the sum of the values obtained by multiplying the respective GPS error amounts is simply a more accurate GPS error than when either one of the error amounts is used. The amount can be determined, and as a result, the own GPS measurement coordinates can be corrected with high accuracy.

1 is an overall configuration diagram of a vehicle current position determination system 1. FIG. 2 is a block diagram showing a configuration of a roadside machine 10. FIG. 2 is a block diagram illustrating a configuration of an in-vehicle driving support system 30. FIG. 4 is a block diagram showing a configuration of a mobile terminal 40. FIG. 4 is a flowchart illustrating a position correction process performed by a control unit 32 of the in-vehicle driving support system 30. 6 is an example of a weight list used in step S25 of FIG. It is a figure which shows the example from which the information transmission source used for correction | amendment changes with the driving | running | working of the vehicle. 4 is a flowchart illustrating confidence value determination processing performed by a control unit 32 of the in-vehicle driving support system 30 in the first embodiment. 9 is an example of a confidence value list used in step S42 of FIG. It is a flowchart which shows the position correction process in 2nd Embodiment. It is an example of the confidence value list used in the second embodiment.

(First embodiment)
Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, the vehicle current position determination system 1 is mounted on a roadside device 10, an optical beacon 20, and a vehicle 50, and has a function as a vehicle current position determination device of the present invention. A driving support system 30 and a portable terminal 40 are provided.

  However, the optical beacon 20 is not an essential configuration. Moreover, although the portable terminal 40 communicates with the vehicle-mounted driving assistance system 30, it is not necessary for the portable terminal 40 to be brought into all the vehicles provided with the vehicle-mounted driving assistance system 30 and to be usable.

  The roadside machine 10 is installed in the vicinity of the road. In the example shown in FIG. 1, the roadside machine 10 is installed in the vicinity of the intersection. The roadside device 10 transmits various information to the wireless communication unit 31 of the in-vehicle driving support system 30 provided in the vehicle traveling on the road.

  As shown in FIG. 2, the roadside device 10 includes a communication device 11, a GPS receiver 12, a control device 13, and a storage unit 14.

  The communication device 11 has a function as a transmitter, and sequentially transmits information to a communication range set so as to include an intersection where the roadside device 10 is installed. The communication device 11 performs transmission using, for example, a 700 MHz band and a 5.9 GHz band radio wave.

  The GPS receiver 12 receives and demodulates radio waves sequentially transmitted by artificial satellites included in a GPS (global positioning system), extracts signals, and sequentially outputs the signals to the control device 13. The storage unit 14 stores coordinates (surveying coordinates) determined by surveying the position where the roadside machine 10 is installed and road alignment information including this intersection.

  In addition to the signal from the communication device 11, the signal from the GPS receiver 12, and the storage content stored in the storage unit 14, the control device 13 is supplied with signal cycle information, object detection information around the intersection, etc. Is also entered. The control device 13 is a computer having a known CPU and a built-in memory, and the CPU implements various functions by executing programs stored in advance in the built-in memory.

  Specifically, the control device 13 sequentially calculates GPS measurement coordinates based on the signal received by the GPS receiver 12. Further, a GPS measurement error (hereinafter referred to as GPS error amount Err (RSU)) is sequentially calculated from the calculated GPS measurement coordinates and the previously stored survey coordinates, and the GPS error amount Err (RSU) and the roadside device 10 are calculated. Roadside machine information including the coordinates (hereinafter, roadside machine coordinates) are sequentially transmitted from the communication device 11. The roadside machine coordinates are one set in advance among the survey coordinates and GPS measurement coordinates stored in the storage unit 14 and are, for example, survey coordinates. Moreover, the transmission cycle of roadside machine information is set to 100 msec, for example.

  The optical beacon 20 is installed above the road at a predetermined distance before the intersection, for example. The optical beacon 20 has a narrow communication range of about 3.5 m immediately below the installation position of the optical beacon 20, and includes the installation coordinates of the optical beacon 20 (hereinafter, optical beacon coordinates) in the communication range. Beacon information is transmitted. The optical beacon coordinates are determined by surveying.

  The in-vehicle driving support system 30 is mounted on a vehicle, and includes a wireless communication unit 31, a control unit 32, a GPS receiver 33, an optical beacon receiver 34, and a terminal communication unit 35 as shown in the configuration diagram of FIG. Although not shown, a display device that displays information for driving support and a sound output device that outputs sound for driving support may be provided.

  The wireless communication unit 31 functions as a receiver and receives information transmitted from the roadside device 10. That is, road-to-vehicle communication is performed with the roadside machine 10. The wireless communication unit 31 also has a function of performing vehicle-to-vehicle communication.

  Note that road-to-vehicle communication can be performed when the vehicle on which the in-vehicle driving support system 30 is mounted is within the communication range of the roadside device 10, and this communication range is, for example, about several hundred meters. When road-to-vehicle communication can be performed, roadside machine information is received from the roadside machine 10. As described above, the roadside machine information includes the GPS error amount Err (RSU) and the roadside machine coordinates. Then, the wireless communication unit 31 outputs the roadside machine information received from the roadside machine 10 to the control unit 32.

  The GPS receiver 33 receives and demodulates the radio waves sequentially transmitted by the GPS artificial satellite, takes out a signal, and outputs the signal to the control unit 32 in the same manner as that provided in the roadside device 10. The control unit 32 sequentially calculates coordinates (latitude / longitude) indicating the current position of the vehicle based on a signal supplied from the GPS receiver 33. The calculated coordinates are hereinafter referred to as own GPS measurement coordinates.

  The optical beacon receiver 34 receives the beacon information transmitted from the optical beacon 20 and transmits the received beacon information to the control unit 32. This beacon information is received from the optical beacon 20 when the vehicle passes directly under the optical beacon 20. The optical beacon coordinates included in the received beacon information are stored in the internal memory of the control unit 32 by the control unit 32.

  The terminal communication unit 35 performs short-range wireless communication with the mobile terminal 40. As a specific method for short-range wireless communication, for example, a Bluetooth (registered trademark) standard communication method is used. Further, other known wireless communication methods may be used, and communication with the portable terminal 40 may be performed by wired connection.

  The control unit 32 includes a known CPU, a memory such as a ROM, a RAM, and an EEPROM, an I / O, and a bus line (none of which is shown) for connecting these components. The control unit 32 performs known driving support control such as right turn support and signal oversight prevention support based on the roadside device information acquired from the roadside device 10 via the wireless communication unit 31. This driving support control includes a process of using the current position of the host vehicle, and naturally, the current position to be used is required to be as accurate as possible.

  Therefore, the control unit 32 performs a position correction process for correcting the own GPS measurement coordinates calculated in the measurement process, in addition to the measurement process of calculating the own GPS measurement coordinates and storing it in a predetermined storage unit. The determination of the own GPS measurement coordinates is repeatedly executed in a short cycle, and the position correction process is also repeatedly executed in a short cycle.

  Furthermore, a confidence value indicating the accuracy of the corrected GPS measurement coordinates corrected by the position correction process is also determined, and a confidence value determination process for outputting the confidence value together with the corrected GPS measurement coordinates to a predetermined output destination. Do. Details of the position correction process and the confidence value determination process will be described later.

  As shown in FIG. 4, the portable terminal 40 usable in the present embodiment communicates with a wide area wireless communication unit 41 that performs wireless communication using a public communication line and a terminal communication unit 35 of the in-vehicle driving support system 30. The near field communication part 42, the GPS receiving part 43, and the control part 44 which controls these are provided. Since a general mobile phone includes these units 41 to 44, a general mobile phone can be used as the mobile terminal 40.

  As a function of the control unit 44, the wide area wireless communication unit 41 is used to transmit the own position measured using the GPS receiving unit 43 to an external server, and the GPS error amount Err (PDU corresponding to the own position) is transmitted from the server. ). Then, the acquired GPS error amount Err (PDU) is transmitted to the terminal communication unit 35 of the in-vehicle driving support system 30 using the short-range wireless communication unit 42. As for the communication connection between the short-range wireless communication unit 42 and the terminal communication unit 35 of the in-vehicle driving support system 30, for example, the terminal communication unit 35 periodically transmits a request signal to the surroundings, and the short-range wireless communication unit 42 When it is received, transmission of a response signal is automatically performed as a trigger. Or it may be performed based on a user's connection operation. When the mobile terminal 40 acquires the GPS error amount Err (PDU) in the communication connection state, the mobile terminal 40 transmits the GPS error amount Err (PDU) to the terminal communication unit 35 of the in-vehicle driving support system 30.

  Next, the position correction process 321 performed by the control unit 32 of the in-vehicle driving support system 30 will be described using the flowchart of FIG. The process shown in FIG. 5 is repeatedly executed at a predetermined short cycle while the own GPS measurement coordinates are sequentially determined.

  First, in step S10, it is determined whether or not beacon information is received from the optical beacon 20. If this judgment is No, it will progress to Step S20, and if it is Yes, it will progress to Step S11. In step S11, the own GPS measurement coordinates are acquired from the internal memory.

  In step S12, the optical beacon coordinates are acquired from the memory. In step S13, a difference between the optical beacon coordinates and the own GPS measurement coordinates is calculated, and the difference is set as a GPS error amount. In step S14, the GPS measurement coordinates are corrected using the GPS error amount.

  When Step S10 is No, that is, when optical beacon information is not received, it is next determined whether roadside device information is received (Step S20). If the roadside machine information is received (S20: Yes), the process proceeds to step S21. If not received (S20: No), the process proceeds to step S30.

  In step S21 and step S30, it is determined whether or not a GPS error amount is received from the portable terminal 40. However, the subsequent processing is different between step S21 and step S30.

  When Step S21 is No, only roadside machine information can be received. In this case, own GPS measurement coordinates are acquired (step S22), and then the GPS error amount Err (RSU) of the roadside device 10 is acquired from the radio communication unit 31 (step S23). Using this GPS error amount Err (RSU), the GPS measurement coordinates are corrected in step S14.

  When step S21 is Yes, the GPS error amount can be acquired from the mobile terminal 40 in addition to the GPS error amount being acquired from the roadside device 10. When step S21 is Yes, the distance to the roadside machine 10 is calculated at step S24. This calculation is a calculation of the difference between the roadside machine coordinates included in the roadside machine information and the own GPS measurement coordinates.

  In step S25, the weight W1 corresponding to the distance calculated in step S24 is acquired from the weight list (FIG. 6). In the weight list shown in FIG. 6, the distance divisions are divided into 1 to 5, and the length of each division is 50 m. The weight W1 is larger as the distance to the roadside device 10 is closer. In the distance section 1, the weight W1 is 1. The reason why the weight W1 is increased as the distance to the roadside device 10 is shorter is that the GPS error amount greatly varies depending on the position. If it is very close to the roadside device 10, the GPS error amount calculated from the survey coordinates and the GPS measurement coordinates in the roadside device 10 may be considered as the error amount of the GPS measurement coordinates determined by the own system 30 as it is. it can. However, when the distance to the roadside device 10 is increased, the possibility that the GPS error amount determined by the roadside device 10 matches the error amount of the GPS measurement coordinates determined by the own system 30 decreases. Therefore, the weight W1 is increased as the distance to the roadside machine 10 is shorter.

In step S26, the GPS error amount used for correction is calculated from the following equation 1. In Formula 1, W2 is (1-W1).
(Formula 1) Err (RSU) x W1 + Err (PDU) x W2
In the above equation 1, the GPS error amount used for correction is calculated by increasing the weight of the GPS error amount Err (RSU) acquired from the roadside device 10 as the distance to the roadside device 10 becomes shorter. On the other hand, when the distance to the roadside device 10 is long, the weight of the GPS error amount Err (PDU) acquired from the mobile terminal 40 is increased to calculate the GPS error amount used for correction.

  After executing step S26, the GPS measurement coordinates are corrected in step S14 using the GPS error amount calculated in step S26.

  When Step S30 is No, information cannot be received from any of the optical beacon 20, the roadside device 10, and the portable terminal 40. In this case, the position correction process is once ended. Thereafter, when a predetermined period has elapsed, step S10 is executed.

  On the other hand, when step S30 is Yes, the self GPS measurement coordinate is acquired (step S31), and then the GPS error amount Err (PDU) of the mobile terminal 40 is acquired from the terminal communication unit 35 (step S32). Using this GPS error amount Err (PDU), the GPS measurement coordinates are corrected in step S14.

  If the above-described position correction processing is periodically repeated, as shown in FIG. 7, if the GPS error amount Err (PDU) can be received from the portable terminal 40 while the distance between the vehicle 50 and the roadside device 10 is longer than 250 m. The GPS measurement coordinates are corrected using only the GPS error amount Err (PDU).

  When the distance between the vehicle 50 and the roadside device 10 is 250 m or less, the GPS error amount Err (RSU) included in the roadside device information and the GPS error amount Err (PDU) received from the mobile terminal 40 are both used. Correct the GPS measurement coordinates. Furthermore, when the distance between the vehicle 50 and the roadside machine 10 is shortened and the distance to the roadside machine 10 is 50 m or less, the GPS error amount at the current position can be considered to be substantially equal to the GPS error amount Err (RSU). Therefore, the weight W1 is 1 as shown in the list of FIG. Accordingly, the GPS measurement coordinates are corrected using only the GPS error amount Err (RSU) included in the roadside device information.

  However, as shown in FIG. 5, when the beacon information can be received, the GPS error amount is calculated using the beacon information regardless of the distance to the roadside device 10 (steps S10 to S13). ).

  When the control unit 32 corrects its own GPS measurement coordinates by the above-described position correction process, it performs a confidence value determination process 323. As shown in FIG. 8, in the confidence value determination process 323, first, the information transmission source device used for determining the GPS error amount is determined (step S41). Then, the confidence value corresponding to the information transmission source device is acquired from the confidence value list (FIG. 9) (step S42).

  As shown in FIG. 9, the confidence value is highest when the information transmission source device is the optical beacon 20, and the confidence value is 100. Next, in the case of only the roadside machine 10, that is, when the distance division shown in FIG. 6 is 1 and the weight W 1 is 1, the confidence value is 80. Hereinafter, when the roadside device 10 and the portable terminal 40 are information transmission source devices, the confidence value decreases in the order in which only the portable terminal 40 is the information transmission source device.

  When the confidence value is acquired, the confidence value is output to a predetermined output destination together with the corrected GPS measurement coordinate and the GPS error amount (Err (VIU)) used for the correction (step S43). As this output destination, for example, there is a driving support control unit realized as a function of the control unit 32. The driving support control unit performs driving support control using its own GPS measurement coordinates. Another output destination is the wireless communication unit 31. By outputting the confidence value and the own GPS measurement coordinates to the wireless communication unit 31, the confidence value and the own GPS measurement coordinates are transmitted from the wireless communication unit 31 to the periphery of the vehicle on which the driving support system 30 is mounted. And received by the wireless communication unit 31 of the in-vehicle driving support system 30 mounted on the surrounding vehicle.

  As described above, according to the present embodiment described above, the GPS error amount Err (RSU) is received from the roadside device 10 (S20: Yes), and the GPS error amount Err (PDU) is also received from the portable terminal 40 ( S21: Yes), the weights W1 and W2 for the respective GPS error amounts Err (RSU) and Err (PDU) are determined based on the distance to the roadside device 10 (S25). Since the determined weights W1 and W2 are multiplied by the respective GPS error amounts Err (RSU) and Err (PDU), the sum of the values is used as the GPS error amount used for correcting the own GPS measurement coordinates (S26). In addition, it is possible to determine a more accurate GPS error amount than in the case of using either one of the error amounts, and as a result, it is possible to correct the own GPS measurement coordinates with higher accuracy.

(Second Embodiment)
Next, a second embodiment will be described. In the following description of the second embodiment, elements having the same reference numerals as those used so far are the same elements as those of the previous embodiments unless otherwise specified. is there.

  In the second embodiment, the confidence value and the GPS error amount Err (VIU) received from another vehicle are also used for correcting the own GPS measurement coordinates by the inter-vehicle communication function of the wireless communication unit 31 shown in FIG.

  FIG. 10 is a diagram showing processing different from the first embodiment in the position correction processing 322 executed by the control unit 32 of the in-vehicle driving support system 30 in the second embodiment. As shown in FIG. 10, in 2nd Embodiment, when judgment of step S21 is Yes, it progresses to step S21-1, and when No, it progresses to step S21-2.

  Each of these steps S21-1 and S21-2 determines whether or not the GPS error amount Err (VIU) has been received in the inter-vehicle communication. However, the subsequent processing is different between step S21-1 and step S21-2.

  When Step S21-1 is No, only roadside machine information has been received, so the process proceeds to Step S22 in FIG. On the other hand, when this step S21-1 is Yes, it progresses to step S28.

  When Step S21-2 is No, it is a case where two pieces of roadside machine information and the GPS error amount Err (PDU) from the mobile terminal 40 are received, so the process proceeds to Step S24 in FIG. On the other hand, when this step S21-2 is Yes, it progresses to step S27.

  In step S27, the confidence value received by the inter-vehicle communication is compared with the confidence value of the GPS error amount Err (PDU) of the portable terminal 40. As the confidence value of the latter, 50 is used as shown in FIG. If this step S27 is Yes, it will progress to step S28, and if it is No, it will progress to step S24.

  In step S28, the GPS error amount used for the correction is calculated using the GPS error amount Err (RSU) acquired from the roadside device information and the GPS error amount Err (VIU) acquired by the inter-vehicle communication. Specifically, first, the weights W3 and W4 for the two GPS error amounts Err (RSU) and Err (VIU) are calculated.

This weight is calculated from the following formulas 2 and 3. In Equations 2 and 3, the confidence value of the GPS error amount Err (RSU) is obtained by multiplying the confidence value (80) of only the roadside device 10 shown in FIG. 9 by a weight W1 determined by the distance to the roadside device 10 at this time. Value. On the other hand, the confidence value received by the inter-vehicle communication is used as the confidence value of the confidence value of Err (VIU).
(Formula 2) W3 = confidence value of Err (RSU) / (confidence value of Err (VIU) + confidence value of Err (RSU))
(Expression 3) W4 = confidence value of Err (VIU) / (confidence value of Err (VIU) + confidence value of Err (RSU))
After calculating the weights W3 and W4, the GPS error amount used for correction is calculated from the following equation 4.
(Formula 4) Err (RSU) x W3 + Err (VIU) x W4
When the GPS error amount is calculated in step S28, the own GPS measurement coordinates are acquired in step S29, and then the process proceeds to step S14.

  Also, as shown in FIG. 10, in the position correction process 322 of the second embodiment, the determination in step S30-1 is performed after step S30. The contents of determination in step S30-1 are the same as those in steps S21-1 and S21-2 described above.

  If step S30-1 is No, only the GPS error amount Err (PDU) is obtained from the portable terminal 40, and the process proceeds to step S31 in FIG. On the other hand, when Step S30-1 is Yes, it progresses to Step S30-2.

  In step S30-2, the same determination as in step S27 is performed. Also when this step S30-2 is No, it progresses to step S31 of FIG. On the other hand, when step S30-2 is Yes, it progresses to step S31 and acquires a self-GPS measurement coordinate. Thereafter, the process proceeds to step S33.

  In step S33, the GPS error amount Err (VIU) is acquired from the wireless communication unit 31, and the GPS measurement coordinate is corrected in step S14 using the GPS error amount Err (VIU).

  After correcting the own GPS measurement coordinates, the confidence value determination process is also performed in the second embodiment. The confidence value determination process of the second embodiment is different from the first embodiment in that the confidence value list of FIG. 11 is used instead of the confidence value list of FIG. 9 in step S42 of FIG.

  In the confidence value list shown in FIG. 11, three columns of information transmission sources are shown. The leftmost column is the same as in the first embodiment. The center column is a case where the roadside machine 10 and the inter-vehicle communication are information transmission sources. In this case, the confidence value determined in the confidence value determination process decreases as the confidence value received in the inter-vehicle communication decreases. Moreover, the right column is a case where only vehicle-to-vehicle communication is the information transmission source. When only the inter-vehicle communication is the information transmission source, if the confidence value of the inter-vehicle communication is the same, the confidence value is lowered step by step as compared with the case where the information is also obtained from the roadside device 10. Yes.

  When the confidence value is determined using the confidence value list of FIG. 11, the confidence value is output to a predetermined output destination together with the GPS error amount and the corrected own GPS measurement coordinate as in the first embodiment (step S43). .

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment, It can implement in various changes within the range which does not deviate from a summary.

1: vehicle current position determination system, 10: roadside device, 11: communication device, 12: GPS receiver, 13: control device, 14: storage unit, 20: optical beacon, 30: in-vehicle driving support system, 31: wireless Communication unit (road-to-vehicle communication unit, inter-vehicle communication unit, mobile communication unit), 32: control unit, 33: GPS receiver, 34: optical beacon receiver, 35: terminal communication unit (mobile communication unit), 40 : Mobile device

Claims (7)

A vehicle current position determination device (30) for determining a current position of a vehicle using a GPS receiver (33),
A coordinate measuring unit (32) for measuring own GPS measurement coordinates, which are coordinates of the own vehicle, using radio waves received by the GPS receiver;
Correction information for correcting an error of the own GPS measurement coordinates measured by the coordinate measurement unit is acquired, a GPS error amount is determined based on the correction information, and the GPS error measurement is used to determine the GPS measurement amount. Position correction units (321, 322) for sequentially correcting coordinates;
A roadside machine (10) having a GPS receiver (12) and a storage unit (14) storing its own installation coordinates, the coordinates of the roadside machine measured using radio waves received by the GPS receiver, A road-to-vehicle communication unit (31) that receives the GPS error amount from the roadside device that transmits the GPS error amount determined from the difference from the installation coordinates;
A mobile communication unit (31, 35) for receiving the GPS error amount transmitted by the mobile unit,
The position correction unit, when both the road-vehicle communication unit and the mobile communication unit receive the GPS error amount, based on the distance to the roadside device, the GPS error amount received by the road-vehicle communication unit, And, the weight for the GPS error amount received by the mobile communication unit is respectively determined, and the sum of values obtained by multiplying the respective GPS error amounts by the weight is used as the GPS error amount used for correcting the own GPS measurement coordinates. An apparatus for determining a current position for a vehicle. In claim 1,
The position correction unit is configured so that the measurement error of the GPS measurement coordinate at the current position is equal to the measurement error when the GPS measurement coordinate is measured at the installation position of the roadside device. When the distance is short, a weight for the GPS error amount received by the road-to-vehicle communication unit is set to 1, and a weight for the GPS error amount received by the mobile communication unit is set to 0. apparatus. In claim 1 or 2,
Based on the correction information used to determine the GPS error amount used for correcting the self-GPS measurement coordinates, the self-confidence value of the corrected self-GPS measurement coordinates is determined, and the determined self-confidence value together with the corrected self-GPS measurement coordinates A vehicular current position determining device comprising a confidence value determining unit (323) for outputting to a predetermined output destination. In any one of Claims 1-3,
The position correction unit is an optical beacon receiver (34) that is installed on the upper part of the road and receives the coordinates of the installation position as the correction information from an optical beacon that transmits the coordinates of the installation position to a narrow range immediately below the installation position. )
When the optical beacon receiver receives the coordinates of the installation position of the optical beacon, the position correction unit (321, S13) calculates the difference between the coordinates and the own GPS measurement coordinates measured by the coordinate measurement unit as the GPS error amount. A vehicle current position determination device characterized by being used as: In any one of Claims 1-4,
A vehicle current position determination device comprising a terminal communication unit (35) for receiving a GPS error amount transmitted from a portable terminal as the mobile communication unit. In any one of Claims 1-5,
A vehicle current position determination device comprising an inter-vehicle communication unit (31) as the mobile communication unit. In claim 3,
While equipped with a vehicle-to-vehicle communication unit (31) as the mobile communication unit,
A confidence value transmission unit (323, S43) for transmitting the confidence value determined by the confidence value determination unit and the GPS error amount used for correcting the own GPS measurement coordinates from the inter-vehicle communication unit to the periphery of the host vehicle. With
The position correction unit (322, S28) receives the confidence value and the GPS error amount transmitted by the vehicle-to-vehicle communication unit mounted on another vehicle, and the vehicle-to-vehicle communication unit receives the confidence value and the GPS error amount. When the GPS error amount is received, the confidence value for the GPS error amount received by the road-to-vehicle communication unit is determined according to the distance to the roadside device, and the determined confidence value and the vehicle-to-vehicle communication unit are different from each other. A current position determination for a vehicle, wherein a weight for each GPS error amount is determined based on a ratio with a confidence value received from a vehicle, and a GPS error amount used for correcting the own GPS measurement coordinates is determined. apparatus.

Images