JP2019074347A - Position detection device - Google Patents

Abstract

To provide a position detection device capable of improving detection accuracy with respect to an altitude of an own vehicle by frequent correction.SOLUTION: An on-vehicle position detecting device 100 is provided with: satellite positioning means 50 for performing positioning by using a radio signal from a satellite; atmospheric pressure detection means 40 for detecting atmospheric pressure; road-to-vehicle communication means 20 for performing wireless communication with an infrastructure device at a specific position; inter-vehicle communication means 10 for performing wireless communication between the own vehicle and the other vehicle; and control means 30 for controlling these means. The control means 30 calculates an altitude of the own vehicle based on positioning information MJ1 acquired by using the satellite positioning means 50, atmospheric pressure information AJ1 acquired by using the atmospheric pressure detection means 40, road-to-vehicle information RJ1 acquired by using the road-to-vehicle communication means 20, and vehicle-to-vehicle information CJ2 acquired by using the inter-vehicle communication means 10.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a position detection device mounted on a vehicle for specifying the position of the vehicle, and more particularly to a position detection device capable of accurately specifying the height of the vehicle.

  The use of satellite positioning means such as GNSS (Global Navigation Satellite System) as a method of specifying a vehicle position in a position detection device mounted on a vehicle has become widespread. Also, in recent years, when traveling near elevated roads, in multi-storey parking lots, etc., when traveling at a point where it is necessary to determine the altitude to identify the position of the vehicle, accuracy in detecting the altitude of the vehicle is important It will be Then, a method is being studied in which correction is added to the altitude of the vehicle obtained by satellite positioning means or the like using various information. As a method of correcting the altitude, a method using an air pressure sensor, a method using road-vehicle communication with an infrastructure device such as an ETC gate, and the like are used.

  In the navigation device 900 described in Patent Document 1 below, when traveling at a point where it is necessary to determine the altitude of the vehicle, the positioning information obtained by the satellite positioning means can be obtained by road-to-vehicle communication. There is disclosed a method of correcting the altitude of a vehicle by detecting information on altitude and pressure in an infrastructure apparatus and the pressure at the position of the vehicle and detecting the detected pressure information. The navigation device 900 will be described below with reference to FIG.

  The navigation device 900, as shown in FIG. 6, includes a position detection device for detecting the current position of the vehicle, an altitude detection device for detecting the altitude of the vehicle, a display device, an elevation detection means, and a current position determination means. Present location display means, detects atmospheric pressure using an atmospheric pressure sensor, and compares the output voltage from the atmospheric pressure sensor with a predetermined reference voltage to obtain map data of a point where a candidate for the vehicle position exists The reliability of the vehicle position candidate with the matching slope is corrected in comparison with the road slope at.

  A position detection device that acquires information on altitude change with high accuracy, identifies the road on which the vehicle is traveling based on the acquired information on altitude change, and displays the vehicle position accurately. Can be provided.

JP 2008-175716 A

  However, in the case of a position detection device such as the navigation device 900, the correction accuracy for altitude can be enhanced using road-to-vehicle information obtained by road-to-vehicle communication with an infrastructure device such as an ETC gate. The correction accuracy may be reduced due to the moving distance from the infrastructure device, the elapsed time, and the like unless it passes through the vicinity of the infrastructure device at a high frequency. Therefore, there has been a problem that the altitude of the vehicle can not be corrected frequently and the detection accuracy for the altitude can not be obtained.

  The present invention has been made in view of the circumstances of the prior art as described above, and can provide a position detection device capable of correcting the altitude of the vehicle at a high frequency and enhancing the detection accuracy for the altitude of the vehicle. The purpose is to

  In order to solve the above problems, the position detection device of the present invention is a satellite positioning means for performing positioning using a radio signal from a satellite, a barometric pressure detection means for detecting barometric pressure, and an infrastructure device at a specific position. And a vehicle-to-vehicle communication unit for performing wireless communication between the host vehicle and the other vehicle, and a control unit for controlling each of the units. The control means is a position detection device for vehicle use, wherein the control means uses positioning information obtained using the satellite positioning means, air pressure information obtained using the air pressure detection means, and the road-to-vehicle communication means. The altitude of the vehicle is calculated based on the acquired road-to-vehicle information and the inter-vehicle information acquired using the inter-vehicle communication means.

  Since the position detection device configured in this way calculates the altitude of the vehicle based on the inter-vehicle information in addition to the positioning information, the barometric pressure information, and the road-to-vehicle information, it is possible to frequently perform the altitude correction. it can. As a result, it is possible to improve the detection accuracy for the altitude of the vehicle.

  In the above configuration, the road-to-vehicle information includes information on altitude and barometric pressure at the specific position, and the inter-vehicle information includes information on altitude and barometric pressure of the partner vehicle.

  The position detection device configured in this manner corrects the altitude of the vehicle with high accuracy based on the altitude and pressure at the specific position, and frequently detects the vehicle's frequency based on the altitude and pressure of the opposite vehicle. Correction of altitude can be performed, and correction of altitude is easy.

  In the above configuration, the control means may determine whether the inter-vehicle information can be used based on predetermined reliability information on the reliability of the acquired inter-vehicle information.

  Since the position detection device configured in this way determines whether the inter-vehicle information can be used based on the predetermined reliability information on the reliability of the acquired inter-vehicle information, there may be a case where the reliability of the inter-vehicle information is low. Even if there is, it is easy to suppress the decrease in the reliability of the correction of the altitude of the vehicle.

  Further, in the above configuration, the reliability information includes information on at least one of a movement distance after passing the specific position and an elapsed time after passing the specific position. It has a feature.

  The position detection device configured in this way is based on at least one of the movement distance after passing the specific position and the elapsed time after passing the specific position, and thus the reliability of the inter-vehicle information is set. Since the judgment can be made, it is easy to judge the reliability of the inter-vehicle information.

  Since the position detection device of the present invention calculates the altitude of the vehicle based on the inter-vehicle information in addition to the positioning information, the barometric pressure information, and the road-to-vehicle information, the altitude can be corrected frequently. As a result, it is possible to improve the detection accuracy for the altitude of the vehicle.

It is a schematic diagram which shows the relationship between the self-vehicles equipped with the position detection apparatus in embodiment of this invention, a satellite, the infrastructure apparatus which performs road-to-vehicle communication, and the partner vehicle which performs inter-vehicle communication. It is a block diagram which shows the structure of a position detection apparatus. It is a schematic diagram which shows the example of the own vehicle and an other party vehicle in an elevated road and a two-dimensional parking lot. It is a first half of a flowchart showing a method of calculating the altitude of the vehicle. It is the second half of the flowchart showing the method of calculating the altitude of the vehicle. It is a block diagram showing composition of a navigation device concerning a conventional example.

[Embodiment]
Hereinafter, the present invention will be described with reference to the drawings. The position detection device 100 according to an embodiment of the present invention is a position detection device mounted on a vehicle for specifying the position of the vehicle, and the detected position of the vehicle is, for example, for collision prevention. It is necessary when detecting the relationship between the own vehicle and the other vehicle. The application of the position detection device of the present invention is not limited to the embodiments described below, and can be modified as appropriate. In the following description of the present specification, the "position" of the own vehicle or the opposite vehicle means the horizontal position on the ground, and the "altitude" of the own vehicle or the opposite vehicle is the vertical height on the ground Mean that.

  First, the configuration of the position detection apparatus 100 will be described with reference to FIGS. 1 to 3. FIG. 1 shows a self-vehicle 90 equipped with a position detection device 100, satellites 87 of GNSS (Global Positioning System), an infrastructure device 80 performing road-to-vehicle communication, and a partner vehicle 95 performing inter-vehicle communication. It is a schematic diagram which shows a relationship. 2 is a block diagram showing the configuration of the position detection apparatus 100, and FIG. 3 (a) is a schematic view showing the relationship between the vehicle 90 and the opposite vehicle 95 in the vicinity of the elevated road 83. (B) is a schematic view showing the relationship between the vehicle 90 and the opposite vehicle 95 in the vicinity of the three-dimensional parking lot 85.

  As shown in FIG. 1, the position detection device 100 is mounted in the vehicle 90, and performs positioning of the position PS1 and height HT1 of the vehicle 90 using a radio signal from the satellite 87 of GNSS, as well as the infrastructure device. By performing road-to-vehicle communication using a wireless signal with the network 80, information possessed by the infrastructure device 80 can be obtained. In addition, the position detection device 100 performs inter-vehicle communication with the partner vehicle 95 using a wireless signal to transmit the information possessed by the vehicle 90 to the partner vehicle 95 and the information possessed by the partner vehicle 95. It can be obtained. Hereinafter, the information possessed by the infrastructure device 80 acquired using road-to-vehicle communication is referred to as road-to-vehicle information RJ1, and the information on the vehicle 90 transmitted to the partner vehicle 95 using inter-vehicle communication is referred to as inter-vehicle information CJ1. The information on the partner vehicle 95 acquired from the partner vehicle 95 using the inter-vehicle communication will be described as the inter-vehicle information CJ2.

  As the GNSS, for example, GPS (Global Positioning System) is used, and as the infrastructure device 80, for example, a roadside unit provided in an ETC service area of an expressway, an intersection or the like can be considered. Further, in the partner vehicle 95, a position detection device 96 equivalent to the position detection device 100 mounted in the own vehicle 90 is attached.

  The road-to-vehicle information RJ1 includes information on the height HT3 and the pressure AP3 at the specific position 81 where the infrastructure device 80 is installed. Here, the height HT3 and the pressure AP3 at the specific position 81 have sufficient accuracy for position detection, and the specific position 81 where the infrastructure device 80 is installed is a reference position for position detection. Become. The height HT3 and the pressure AP3 are reference values for correcting the height HT1 of the vehicle 90 and the height HT2 of the opposite vehicle 95. Hereinafter, the height that is a reference value when correcting the height HT1 of the vehicle 90 is referred to as a reference height HT0, and the pressure that is a reference value is referred to as a reference pressure AP0.

  The vehicle 90 is related to the reliability of the positioning information MJ1 regarding the position PS1 of the vehicle 90 and the height HT1, the air pressure information AJ1 regarding the air pressure AP1 of the vehicle 90 (the air pressure at the position where the vehicle 90 exists), and the positioning information MJ1 The reliability information RLJ1 is included, and such information is included in the above-mentioned inter-vehicle information CJ1. The partner vehicle 95 relates to the reliability of the positioning information MJ2 regarding the position PS2 and the height HT2 of the partner vehicle 95, the barometric pressure information AJ2 regarding the barometric pressure AP2 of the partner car 95 (the barometric pressure at the position where the partner car 95 is present), and the positioning information MJ2. The reliability information RLJ2 is included, and these pieces of information are included in the above-mentioned inter-vehicle information CJ2.

  The reliability information RLJ1 is information regarding the reliability of the positioning information MJ1 of the vehicle 90. The reliability information RLJ1 includes movement distance information MLJ in the vehicle 90 and elapsed time information PTJ. The reliability information RLJ2 is information on the reliability of the positioning information MJ2 of the partner vehicle 95. The reliability information RLJ2 includes movement distance information MLJ in the partner vehicle 95 and elapsed time information PTJ. Details of the movement distance information MLJ, the elapsed time information PTJ, and the like will be described later.

  As shown in FIG. 1 and FIG. 2, the position detection apparatus 100 includes satellite positioning means 50 for performing positioning using a wireless signal from the satellite 87 and pressure detection means for detecting the air pressure AP1 of the vehicle 90. 40 and an inter-vehicle communication means 20 for performing wireless communication with the infrastructure device 80 at the specific position 81, and an inter-vehicle communication means 10 for performing wireless communication between the own vehicle 90 and the opposite vehicle 95. And have. The position detection apparatus 100 also includes a movement distance measuring means 60 for measuring the movement distance of the infrastructure apparatus 80 after passing through a specific position 81, and an elapsed time for measuring an elapsed time after passing through the specific position 81. It comprises a measuring means 70 and a control means 30 connected to each of the above mentioned means for controlling these respective means. The control unit 30 includes a control unit 31 and a storage unit 33 connected to the control unit 31.

  The satellite positioning means 50 is configured to include a GNSS reception unit 51, a GNSS antenna 53, and an accuracy calculation unit 55. The satellite positioning means 50 receives the radio signal from the satellite 87 by the GNSS antenna 53, and the GNSS receiver 51 calculates the position PS1 (horizontal position) of the vehicle 90 and the height HT1 (position of the vertical method). That is, the positioning information MJ1 is obtained. The partner vehicle 95 also has satellite positioning means inside, and can calculate the position PS2 (the position in the horizontal direction) and the altitude HT2 (the position of the vertical method) of the partner vehicle 95.

  In general, a system called GNSS is characterized in that it is easy to obtain accuracy in the horizontal position, but it is difficult to obtain accuracy in the vertical method position. Therefore, among the positioning information MJ1 obtained by the GNSS receiving unit 51, it is easy to obtain accuracy for the position PS1, and it is difficult to obtain accuracy for the height HT1.

  Further, in the GNSS, there is an index called accuracy regarding the certainty of the positioning accuracy depending on the reception state from the satellite 87. Accuracy relates to the number of satellites 87 when the vehicle 90 is receiving, the arrangement state thereof, and the influence of multipath. Generally, when the accuracy is low, the reliability of the positioning information MJ1 is low, and when the accuracy is high, the reliability of the positioning information MJ1 is high. The accuracy calculation unit 55 calculates accuracy information ACJ related to such accuracy.

  The road-to-vehicle communication unit 20 performs road-to-vehicle communication with the infrastructure device 80 when the vehicle 90 passes near a specific position 81 of the infrastructure device 80, and obtains the above-described road-to-vehicle information RJ1. The road-to-vehicle information RJ1 includes information on the height HT3 and the pressure AP3 at the specific position 81. As described above, the height HT3 and the pressure AP3 can be used as the reference height HT0 and the reference pressure AP0. However, the reliability of the altitude HT3 and the pressure AP3 decreases as the movement distance after passing near the specific position 81 increases due to regional differences in the weather conditions or time change, etc., and passes near the specific position 81. As the elapsed time from then on becomes longer, the reliability of the altitude HT3 and the pressure AP3 lowers.

  The inter-vehicle communication means 10 performs inter-vehicle communication with the partner vehicle 95 when approaching the partner vehicle 95, such as when passing the partner vehicle 95 having the position detection device 96 equivalent to the position detection device 100. , Obtain the inter-vehicle information CJ2 described above. The inter-vehicle information CJ2 includes positioning information MJ2 regarding the position PS2 and height HT2 of the partner vehicle 95, barometric pressure information AJ2 regarding the pressure AP2 of the partner vehicle 95, and reliability information RLJ2 regarding reliability of the positioning information MJ2. . As described above, the altitude HT2 and the pressure AP2 of the partner vehicle 95 can also be used as the reference altitude HT0 and the reference pressure AP0, but the reliability of the positioning information MJ2 changes depending on the acquisition environment of the positioning information MJ2. Therefore, the height HT2 and the pressure AP2 can not always be used as the reference height HT0 and the reference pressure AP0.

  The atmospheric pressure detection means 40 includes an atmospheric pressure sensor 41 inside, and measures the atmospheric pressure AP1 of the vehicle 90. That is, the barometric pressure information AJ1 is obtained. The partner vehicle 95 can also be provided with an air pressure sensor inside, measure the air pressure AP2 of the partner vehicle 95, and obtain the air pressure information AJ2.

  The movement distance measuring means 60 calculates the movement distance after the own vehicle 90 passes around the specific position 81 of the infrastructure device 80, and obtains movement distance information MLJ. The movement distance measuring means 60 includes a gyro sensor 61 and an acceleration sensor 63, and the movement distance is calculated by the gyro sensor 61 and the acceleration sensor 63. Since the method of calculating the movement distance is known, the description thereof is omitted, but vehicle speed information and the like provided by the control device of the vehicle 90 may be further used. The partner vehicle 95 can also be provided with travel distance measuring means inside, and can obtain travel distance information MLJ regarding the travel distance after the partner vehicle 95 has passed near the specific position 81.

  The elapsed time measuring means 70 calculates an elapsed time after passing around the specific position 81 of the infrastructure device 80, and obtains elapsed time information PTJ. The elapsed time measuring means 70 includes a timer 71, and the timer 71 calculates the elapsed time. The partner vehicle 95 is also provided with an elapsed time measurement means inside, and can obtain elapsed time information PTJ regarding the elapsed time after the partner vehicle 95 passes near the specific position 81.

  The control means 30 controls each of the above-described means. For example, the control unit 31 in the control means 30 is obtained using the positioning information MJ 1 obtained using the satellite positioning means 50, the barometric pressure information AJ 1 obtained using the barometric pressure detecting means 40, and the road-vehicle communication means 20. Based on the road-to-vehicle information RJ1 and the inter-vehicle information CJ1 obtained using the inter-vehicle communication unit 10, the position PS1 and the height HT1 of the vehicle 90 are calculated. In addition, the control unit 31 in the control unit 30 generates the reliability information RLJ1 of the positioning information MJ1 based on the moving distance information MLJ, the elapsed time information PTJ, and the like described above. The partner vehicle 95 also has a control means inside, and can generate the reliability information RLJ2 of the positioning information MJ2.

  The storage unit 33 in the control means 30 stores the positioning information MJ1, the barometric pressure information AJ1, the reliability information RLJ1 and the like described above. These pieces of information are also used as inter-vehicle information CJ1. In addition, the storage unit 33 in the control means 30 stores road-to-vehicle information RJ1 input and output using road-to-vehicle communication, inter-vehicle information CJ2 input and output using inter-vehicle communication, and the like. As described above, the inter-vehicle information CJ2 includes positioning information MJ2, pressure information AJ2, reliability information RLJ2, and the like. The storage unit 33 in the control means 30 also stores a reference height HT0 and a reference pressure AP0, which are reference values for correcting the height HT1 of the vehicle 90. Then, when correcting the height HT1 of the vehicle 90, the control unit 31 in the control means 30 calculates the inter-vehicle information CJ2 to the correction of the height HT1 based on the reliability information RLJ2 included in the inter-vehicle information CJ2. Determine availability. As a method of determining whether the inter-vehicle information CJ2 is usable, there are the following methods.

  For example, when the own vehicle 90 and the partner vehicle 95 correct the height H1 using the road-to-vehicle information RJ1, the height HT3 and the barometric pressure increase as the moving distance after passing around the specific position 81 increases. The reliability of the AP3 is decreasing. Therefore, based on the movement distance information MLJ included in the reliability information RLJ2, it can be determined whether the reliability of the positioning information MJ2 included in the inter-vehicle information CJ2 is sufficient. That is, when the movement distance after passing around the specific position 81 is smaller than a predetermined threshold and the reliability of the positioning information MJ2 is sufficiently high, it can be determined that the inter-vehicle information CJ2 can be used. If the moving distance after passing around the specific position 81 is larger than a predetermined threshold and the reliability of the positioning information MJ 2 is low, it may be determined that the inter-vehicle information CJ 2 can not be used.

  Further, when the vehicle 90 and the partner vehicle 95 correct the height H1 using the road-to-vehicle information RJ1, the height HT3 and the barometric pressure increase as the elapsed time after passing around the specific position 81 becomes longer. The reliability of the AP3 is decreasing. Therefore, based on the elapsed time information PTJ included in the reliability information RLJ2, it can be determined whether the reliability of the positioning information MJ2 included in the inter-vehicle information CJ2 is sufficient. That is, when the elapsed time after passing around the specific position 81 is smaller than the predetermined threshold and the reliability of the positioning information MJ2 is sufficiently high, it can be determined that the inter-vehicle information CJ2 can be used. If the elapsed time after passing around the specific position 81 is greater than a predetermined threshold and the reliability of the positioning information MJ 2 is low, it may be determined that the inter-vehicle information CJ 2 can not be used.

  Further, the reliability information RLJ2 may further include accuracy information ACJ with respect to the positioning information MJ2 of the partner vehicle 95. Then, when both the own vehicle 90 and the opposite vehicle 95 do not correct the height H1 using the road-to-vehicle information RJ1, the positioning information MJ2 of the opposite vehicle 95 is determined based on the accuracy information ACJ included in the reliability information RLJ2. You may decide whether to use or not. That is, when both the vehicle 90 and the partner vehicle 95 do not correct the height H1 using the road-to-vehicle information RJ1, the positioning information MJ2 of the partner vehicle 95 is better than the positioning information MJ1 of the vehicle 90, If the accuracy is high, it can be judged that the inter-vehicle information CJ2 can be used, and if the positioning information MJ2 of the partner vehicle 95 has lower accuracy than the positioning information MJ1 of the own vehicle 90, the inter-vehicle information CJ2 is used. It can be judged that it is not possible.

  Next, a method of calculating the height HT1 of the vehicle 90 in the position detection apparatus 100, in particular, a method of correcting the calculated height HT1, will be described with reference to FIGS. FIG. 4 shows the first half of the flowchart showing the process of calculating the altitude HT1 of the vehicle 90, and FIG. 5 shows the second half of the flowchart showing the process of computing the altitude HT1 of the vehicle 90. 4 and 5, each step of the flowchart is referred to as ST1 to ST15.

  First, as shown in FIG. 4, in ST1, the positioning information MJ1, that is, the position and height of the vehicle 90 are obtained by the satellite positioning means 50.

  Next, in ST2, the barometric pressure detection means 40 acquires barometric pressure information AJ1, that is, the barometric pressure of the vehicle 90.

  Next, in ST3, the obtained position, altitude and pressure of the vehicle 90 are input to the storage unit 33 in the control means 30 as PS1, HT1 and AP1. As a result, the content of the height HT1 in the storage unit 33 is the height acquired by the satellite positioning means 50, and the content of the air pressure AP1 is the air pressure acquired by the air pressure detection means 40. If the accuracy for the positioning information MJ1 is equal to or greater than the predetermined value, the altitude HT1 and the pressure AP1 at this time are also stored in the storage unit 33 as the reference altitude HT0 and the reference air pressure AP0, and in environments where satellite positioning is difficult It is used as a reference value when calculating the altitude H1.

  Next, in ST4, it is determined whether road-to-vehicle communication by the road-to-vehicle communication unit 20 has been performed. If road-to-vehicle communication is performed, the process proceeds to ST5. If road-to-vehicle communication is not performed, the process proceeds to ST8 without passing through ST5 to ST7.

  In ST5, road-to-vehicle information RJ1 is obtained. As described above, the road-to-vehicle information RJ1 includes the pressure AP3 and the height HT3 of the specific position 81 of the infrastructure device 80.

  Next, in ST6, it is determined whether the road-vehicle information RJ1 obtained in ST5 can be used. In ST6, if there is no abnormality in the acquired road-to-vehicle information RJ1, the road-to-vehicle information RJ1 is used as it is and updated to the latest information.

  If it is determined that the acquired road-to-vehicle information RJ1 has an abnormality in the above-described determination, the use of the road-to-vehicle information RJ1 is not performed. In that case, the process proceeds to ST8 without passing through ST7.

  Further, in the above judgment, if there is no abnormality in the acquired road-to-vehicle information RJ1 and it is judged that the road-to-vehicle information RJ1 is usable, correction of the height H1 of the vehicle 90 based on the road-to-vehicle information RJ1 becomes possible. Update the reference value as follows. In this case, the process proceeds to ST7.

  In ST7, the contents of the reference height HT0 and the reference pressure AP0 in the storage unit 33 described above are updated based on the road-to-vehicle information RJ1. That is, the reference height HT0 becomes the height HT3 and the reference pressure AP0 becomes the pressure AP3.

  Next, as shown in FIG. 5, in ST8, it is determined whether inter-vehicle communication by the inter-vehicle communication means 10 has been performed. If inter-vehicle communication is performed, the process proceeds to ST9. If inter-vehicle communication is not performed, the process proceeds to ST12 without passing through ST9 to ST11.

  In ST9, inter-vehicle information CJ2 is obtained. The inter-vehicle information CJ2 includes positioning information MJ2 of the partner vehicle 95, barometric pressure information AJ2 of the partner vehicle 95, and reliability information RLJ2 of the positioning information MJ2. The positioning information MJ2 includes the position PS2 and the height HT2 of the partner vehicle 95, and the pressure information AJ2 includes the pressure AP2 of the partner vehicle 95.

  Next, in ST10, it is determined whether the inter-vehicle information CJ2 is usable based on the reliability information RLJ2 included in the inter-vehicle information CJ2 obtained in ST9.

  If it is determined that the positioning information MJ2 included in the inter-vehicle information CJ2 is lower in reliability than the positioning information MJ1 possessed by the vehicle 90 in the determination described above, the inter-vehicle information CJ2 can not be used. The process proceeds to ST12 without using the information CJ2 and not via ST11.

  Further, in the above-described determination, when it is determined that the positioning information MJ2 included in the inter-vehicle information CJ2 is more reliable than the positioning information MJ1 possessed by the host vehicle 90, and the inter-vehicle information CJ2 is usable. The reference value is updated so that the height H1 of the vehicle 90 can be corrected based on the inter-vehicle information CJ2. In this case, the process proceeds to ST11.

  In ST11, the contents of the reference height HT0 and the reference pressure AP0 in the storage unit 33 described above are updated based on the inter-vehicle information CJ2. That is, the reference height HT0 becomes the height HT2, and the reference pressure AP0 becomes the pressure AP2.

  Next, in ST12, the positioning information MJ1, that is, the position PS1 and the height HT1 of the vehicle 90 are obtained by the satellite positioning means 50. The acquired positioning information MJ 1 is input to the storage unit 33.

  Next, in ST13, the barometric pressure detection means 40 acquires barometric pressure information AJ1, that is, the latest barometric pressure of the vehicle 90. The acquired air pressure information AJ1 is input to the storage unit 33.

  Next, in ST14, the control unit 31 in the control means 30 uses the altitude obtained in ST12 and the air pressure obtained in ST13, and, if necessary, road-to-vehicle information RJ1 or inter-vehicle information CJ2, Correct the altitude HT1.

The correction of the height HT1 in ST14 is performed based on the following equation.
HT1 = HT0 + α (AP1-AP0)
Here, α is a predetermined coefficient when converting the pressure difference to the height difference. In the correction of the altitude HT1, the value calculated using this equation may be replaced with the altitude HT1 obtained by the satellite positioning means 50, or any other correction method using this equation may be applied. .

  In the correction of the altitude HT1, when neither the road-to-vehicle information RJ1 nor the inter-vehicle information CJ2 is used, the altitude HT1 and the pressure AP1 when performing satellite positioning under an environment of high accuracy are the reference altitude HT0 and the reference pressure AP0. Become. When the correction is performed based on the road-to-vehicle information RJ1, the height HT2 and the pressure AP2 at the specific position 81 become the reference height HT0 and the reference pressure AP0. When the correction is performed based on the inter-vehicle information CJ2, the height HT3 and the pressure AP3 of the partner vehicle 95 become the reference height HT0 and the reference pressure AP0.

  Next, in ST15, it is determined whether to continue the operation from now on. If the operation in the future is to be continued, the process returns to ST4, and if the operation in the future is not to be continued, the process ends.

  Hereinafter, the effects of the present embodiment will be described.

  Since the position detection apparatus 100 calculates the altitude HT1 of the vehicle 90 based on the inter-vehicle information CJ1 in addition to the positioning information MJ1, the barometric pressure information AJ1, and the road-vehicle information RJ1, the altitude HT1 is corrected frequently. be able to. As a result, it is possible to enhance the detection accuracy for the height HT1 of the vehicle 90.

  Further, the position detection device 100 corrects the height HT1 of the vehicle 90 with high accuracy based on the height HT3 and the pressure AP3 at the specific position 81, and is high based on the height HT2 and the pressure AP2 of the partner vehicle 95. Correction of the altitude HT1 of the vehicle 90 can be performed with frequency, and correction of altitude is easy.

  In addition, since the position detection device 100 determines the availability of the inter-vehicle information CJ2 based on the predetermined reliability information RLJ2 related to the reliability of the acquired inter-vehicle information CJ2, when the reliability of the inter-vehicle information CJ2 is low. Even if there is, it is easy to suppress the decrease in the reliability of the correction of the height HT1 of the vehicle 90.

  Further, the position detection device 100 is configured to provide reliability to the inter-vehicle information CJ2 based on at least one of the movement distance after passing the specific position 81 and the elapsed time after passing the specific position 81. Since the determination can be made, it is easy to determine the reliability of the inter-vehicle information CJ2.

  As described above, the position detection device of the present invention calculates the altitude of the vehicle based on the inter-vehicle information in addition to the positioning information, the barometric pressure information, and the road-to-vehicle information. It can be carried out. As a result, it is possible to improve the detection accuracy for the altitude of the vehicle.

  The present invention is not limited to the above embodiment, and can be implemented with various modifications without departing from the scope of the invention.

  For example, the reliability information RLJ1 and the reliability information RLJ2 may further include information on the difference in height between the vehicle 90 and the opposite vehicle 95. Then, even if the movement distance after passing the specific position 81 and the elapsed time after passing the specific position 81 are both equal to or less than the threshold, the difference in height between the own vehicle 90 and the opposite vehicle 95 is predetermined. If the inter-vehicle information CJ2 is not larger than the threshold value, it may be determined that the inter-vehicle information CJ2 is not used.

  Also, the reliability information RLJ1 and the reliability information RLJ2 may further include information such as map matching information. The map matching information includes map information, and by comparing the latitude / longitude information in the positioning information MJ 1 of the vehicle 90 with the latitude / longitude information of the map in the map matching information, The position PS1 can be determined with high accuracy. Further, the map matching information includes information on the height direction of each road on the map, and information on the infrastructure device 80 such as a roadside unit provided at an ETC service area of an expressway, an intersection or the like. Therefore, by further using the map matching information, it is possible to more accurately determine the positional relationship between the host vehicle 90, the partner vehicle 95, and the infrastructure device 80, and it becomes easier to determine the availability of the inter-vehicle information CJ2.

  The reliability information RLJ1 and the reliability information RLJ2 may further include information such as lane information. The lane information is information on a plurality of lanes (lanes) in each road on the map, and by using the lane information, which lane (lane) each of the own vehicle 90 and the opposite vehicle 95 travels, It is possible to more accurately determine, for example, the height difference between lanes. Therefore, by further using the lane information, it becomes easier to determine the availability of the inter-vehicle information CJ2.

DESCRIPTION OF SYMBOLS 10 Vehicle-to-vehicle communication means 20 Road-vehicle communication means 30 Control means 31 Control part 33 Storage part 40 Air pressure detection means 50 Satellite positioning means 60 Movement distance measurement means 70 Elapsed time measurement means 80 Infrastructure device 81 Specific position 87 Satellite 90 Own vehicle 95 Opponent Vehicle 100 Position detection device MJ1 Positioning information AJ1 Pressure information RJ1 Road-to-vehicle information RJ2 Road-to-vehicle information CJ1 Vehicle-to-vehicle information RLJ Reliability information ACJ Accuracy information MLJ Movement distance information PTJ Elapsed time information AP0 Reference pressure HT0 Reference altitude AP1 Pressure HT1 Pressure HT1 Altitude AP2 Partner Air pressure of vehicle HT2 Elevation of partner vehicle AP3 Air pressure at specific position HT3 Altitude at specific position

Claims (4)

Satellite positioning means for performing positioning using a radio signal from a satellite, barometric pressure detection means for detecting barometric pressure, and road-to-vehicle communication means for performing wireless communication with an infrastructure device at a specific position; An on-vehicle position detection device comprising: inter-vehicle communication means for performing wireless communication between a host vehicle and a partner vehicle; and control means for controlling each of the means.
The control means includes positioning information obtained using the satellite positioning means, air pressure information obtained using the air pressure detection means, road-to-vehicle information obtained using the road-to-vehicle communication means, and the inter-vehicle communication Calculate the altitude of the vehicle based on the inter-vehicle information obtained by using
A position detection device characterized by The road-to-vehicle information includes information on altitude and barometric pressure at the specific position,
The inter-vehicle information includes information on height and pressure of the other vehicle.
The position detection device according to claim 1, The control means determines the availability of the inter-vehicle information based on predetermined reliability information on the reliability of the acquired inter-vehicle information.
The position detection device according to claim 2, characterized in that: The reliability information includes information on at least one of a movement distance after passing the specific position and an elapsed time after passing the specific position.
The position detection device according to claim 3, characterized in that:

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