WO2009098768A1 - Dispositif de navigation et procédé de navigation, et programme pour la navigation - Google Patents

Dispositif de navigation et procédé de navigation, et programme pour la navigation Download PDF

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Publication number
WO2009098768A1
WO2009098768A1 PCT/JP2008/052037 JP2008052037W WO2009098768A1 WO 2009098768 A1 WO2009098768 A1 WO 2009098768A1 JP 2008052037 W JP2008052037 W JP 2008052037W WO 2009098768 A1 WO2009098768 A1 WO 2009098768A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
speed
data
calculated
gps
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PCT/JP2008/052037
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English (en)
Japanese (ja)
Inventor
Toshiharu Baba
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Pioneer Corporation
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Publication date
Application filed by Pioneer Corporation filed Critical Pioneer Corporation
Priority to JP2009552356A priority Critical patent/JP4607231B2/ja
Priority to PCT/JP2008/052037 priority patent/WO2009098768A1/fr
Publication of WO2009098768A1 publication Critical patent/WO2009098768A1/fr

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/28—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network with correlation of data from several navigational instruments
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
    • G01P3/46—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring amplitude of generated current or voltage
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R33/00—Arrangements or instruments for measuring magnetic variables
    • G01R33/02—Measuring direction or magnitude of magnetic fields or magnetic flux
    • G01R33/028—Electrodynamic magnetometers
    • G01R33/0283—Electrodynamic magnetometers in which a current or voltage is generated due to relative movement of conductor and magnetic field

Definitions

  • the present application belongs to a technical field of a navigation device, a navigation method, and a navigation program, and more specifically, a navigation device and a navigation method that are mounted on a vehicle and guides the movement of the vehicle, and navigation used in the navigation device. Belongs to the technical field of programs.
  • the navigation device it is necessary to detect the current position of the vehicle in which the navigation device is mounted (hereinafter, the current position of the vehicle is appropriately referred to as “own vehicle position”) as accurately as possible.
  • the position of the host vehicle it is necessary to detect the speed of the vehicle, the travel distance from the starting point, and the like as accurately as possible.
  • the conventional navigation apparatus as a method for detecting the speed and mileage for detecting the vehicle position, for example, a vehicle speed sensor originally provided on the vehicle side and synchronized with the rotation of the axle.
  • the vehicle speed pulse signal is taken into the navigation device side and used for calculating the vehicle speed and the travel distance in the navigation device.
  • the GPS is a two-dimensional or two-dimensional radio wave received from a plurality of GPS satellites launched in space by a GPS receiver mounted on a vehicle and using the received navigation radio waves.
  • This is a system for obtaining the vehicle position of the vehicle using a three-dimensional positioning method or the like.
  • non-contact type in the navigation device means that no electrical connection other than power supply is made to the vehicle including connection to the vehicle speed sensor.
  • Patent Documents 1 to 3 can be cited.
  • Patent Documents 1 to 3 below for example, from the output signal from the uniaxial acceleration sensor in the front-rear direction of the vehicle, the detection of the so-called swingback component and the uniaxial angular velocity sensor in the right-left turn direction of the vehicle. Included in the determination technique that the vehicle has stopped by calculating the standard deviation of the output signal value, the determination technique that the vehicle has started using the speed data at the time of GPS positioning, or the output signal from the acceleration sensor In other words, so-called offset component detection techniques and the like are disclosed, and a non-contact type navigation device is realized using them comprehensively.
  • the vehicle speed sensor is connected to many control controllers such as a main controller, an automatic controller, and an engine control controller mounted on the vehicle, and further, the navigation device is connected to the other controller. It affects the behavior of
  • the present application has been made in view of the above request or problem, and one example of the problem is a non-contact type navigation device with higher accuracy of the vehicle position detection and a non-contact type executed in the navigation device. And a navigation program used for the non-contact type navigation device.
  • the invention according to claim 1 is a navigation device that is mounted on a moving body such as a vehicle and guides the movement of the moving body while receiving only power from the moving body.
  • An electromotive force generating means such as a speed detection coil unit for generating an induced electromotive force due to a vertical component of the total magnetic force of the current position geomagnetism, which is the geomagnetism at the current position of the moving body, and a vertical component for calculating the vertical component force
  • storage means such as a hard disk for storing force information
  • vertical component force calculation means such as a CPU for calculating the vertical component force using the vertical component force information, and external information obtained from the outside of the moving body
  • Inclination angle detecting means such as a CPU for detecting an inclination angle in the moving direction of the moving body, the generated induced electromotive force, the calculated vertical component force, and the detected inclination angle
  • the invention according to claim 10 is implemented in a navigation device that is mounted on a moving body such as a vehicle and that guides the movement of the moving body while receiving only power from the moving body.
  • the navigation device includes storage means such as a hard disk for storing vertical component information for calculating the vertical component force of the total magnetic force of the current position geomagnetism, which is the geomagnetism at the current position of the moving body.
  • an electromotive force generation step for generating an induced electromotive force due to the vertical component force
  • a vertical component force calculation step for calculating the vertical component force using the vertical component force information, and the outside of the moving body.
  • an inclination angle detecting step for detecting an inclination angle of the moving body in the moving direction, the generated induced electromotive force, and the calculated
  • the invention described in claim 11 is included in a navigation device that is mounted on a moving body such as a vehicle and that guides the movement of the moving body while receiving only power from the moving body.
  • the computer is made to function as the navigation device according to any one of claims 1 to 9.
  • FIG. 1 is a block diagram which shows the structure of the speed detection coil part 1 which concerns on embodiment
  • the angular velocity sensor 2 (a) is a block diagram which shows the structure of the speed detection coil part 1
  • (b) is the structure of the angular velocity sensor 2.
  • FIG. It is the top view etc. which show the detailed structure of the coil part main body 100 which concerns on embodiment.
  • 5A and 5B are diagrams illustrating a detailed configuration of the coil unit body 100 according to the embodiment, in which FIG. 3A is a bottom view, and FIG. 4B is a cross-sectional view taken along line A-A ′ in FIG. 3 and FIG.
  • step S009 in the own vehicle position detection process which concerns on embodiment. It is a state transition diagram which shows the detail of step S009 in the own vehicle position detection process which concerns on embodiment. It is a flowchart (I) which shows the detail of step S012 in the own vehicle position detection process which concerns on embodiment. It is a flowchart (II) which shows the detail of step S012 in the own vehicle position detection process which concerns on embodiment. It is a state transition diagram which shows the detail of step S012 in the own vehicle position detection process which concerns on embodiment.
  • FIG. 1 is a block diagram showing the overall configuration of the navigation device S
  • FIG. 2 is a block diagram showing the configurations of the speed detection coil unit 1 and the angular velocity sensor 2 according to the embodiment
  • FIG. 3 shows the embodiment.
  • FIG. 4 is a diagram illustrating a detailed configuration of the coil unit body 100 according to the embodiment
  • FIG. 5 is a flowchart illustrating an overall operation of the navigation device S. .
  • the navigation device S is a non-contact type navigation device that does not make an electrical connection with a vehicle in which the navigation device S is mounted except for the supply of power.
  • the navigation device S includes a speed detecting coil unit 1 as an electromotive force generating means, an angular velocity sensor 2, a GPS receiving unit 3 to which an antenna 3A is connected, a mobile communication unit 4, a USB (Universal Serial Bus).
  • Terminal unit 5 Terminal unit 5, system controller 6, bus line 11, input unit 12 comprising a keyboard or remote controller, touch panel, etc., optical disc drive 13 for recording or reproducing optical information on optical disc DK1, and magnetic
  • a hard disk drive 14 that records or reproduces magnetic information to / from the hard disk DK2 as a storage unit that records information in a nonvolatile manner
  • VICS Vehicle Information and Communication System
  • ETC Electronic Toll Collection System
  • the transmission unit 16 includes a short-distance transmission / reception unit 17, a display unit 18, and a sound reproduction unit 23.
  • the speed detection coil unit 1 detects the current speed of the vehicle using an electromagnetic induction phenomenon caused by the vertical component of the total magnetic force of the geomagnetism at the current position of the vehicle on which the geomagnetic navigation device S is mounted. Output speed data.
  • the angular velocity sensor 2 detects, for example, the angular velocity of the direction change of the vehicle, and outputs angular velocity data and relative azimuth data per unit time.
  • the GPS receiving unit 3 receives radio waves from GPS satellites that constitute a part of the GPS, and includes latitude, longitude, altitude data as the vehicle position information as GPS positioning data, and the absolute direction of the traveling direction of the vehicle Data and GPS speed data are output.
  • the mobile communication unit 4 can be connected to a portable radio telephone, a so-called PDA (Personal Data Assistant), a portable audio player, a personal computer-related device (for example, a so-called personal radio), a portable facsimile machine, and the like. It is what.
  • the USB terminal unit 5 is a terminal unit for physically connecting the navigation device S main body and a peripheral device (not shown).
  • the peripheral device include a USB memory terminal (used to exchange data between a personal computer (not shown) and the navigation apparatus S main body), a USB audio terminal (the navigation apparatus S main body like a musical instrument).
  • USB negative ion generation terminal for example, the navigation device S main body determines the driver's situation (for example, fatigue level, emotional state, etc.), and generates negative ions appropriately. For the purpose of refreshing or relaxing the fatigue and mood).
  • the optical disk drive 13 is a so-called CD (Compact Disc) / DVD (Digital Versatile Disc) compatible player (or player / recorder). Information can be recorded or reproduced on various optical disks DK1. Specific examples of the type of the optical disk DK1 include CD-DA (Digital Audio), CD-ROM (Read Only Memory), CD-I (Interactive), Video-CD, CD-R (Recordable), There are CD-RW (Re-Writable), CD-Text, DVD-Video, DVD-Audio, DVD ⁇ R, DVD ⁇ RW, DVD-ROM, DVD-RAM, and the like.
  • CD-DA Digital Audio
  • CD-ROM Read Only Memory
  • CD-I Interactive
  • Video-CD CD-R (Recordable)
  • CD-RW Re-Writable
  • CD-Text DVD-Video
  • DVD-Audio DVD ⁇ R, DVD ⁇ RW, DVD-ROM, DVD-RAM, and the like.
  • the ETC transmission / reception unit 16 receives and passes information on the entrance IC (interchange) on the ETC lane dedicated to the entrance toll booth (or shared with the general use), and then passes.
  • the short-range transceiver 17 conforms to a so-called short-range wireless communication protocol, and is connected to, for example, a wireless headset for a portable wireless telephone, a rear monitor or a back camera corresponding to the protocol, etc. It is.
  • the display unit 18 displays various display data under the control of the system controller 6.
  • the sound reproduction unit 23 reproduces and outputs (sounds) various audio data under the control of the system controller 6.
  • the VICS transmission / reception unit 15 receives the traffic jam information and the like transmitted via the VICS, and provides the information to the guidance operation in the navigation device S.
  • the system controller 6 includes speed data, angular velocity data and relative azimuth data, GPS positioning data, absolute azimuth data of the traveling direction of the vehicle, and the like output from the speed detection coil unit 1, the angular velocity sensor 2 and the GPS receiving unit 3. Based on the above, the entire navigation device S is controlled, and the operations of various components such as the display unit 18 and the sound reproduction unit 23 are controlled.
  • the system controller 6 includes an interface unit 7 that performs an interface operation with the various sensors and the like, a vertical component force calculating unit that controls the entire system controller 6, an inclination angle detecting unit, a calculating unit, and an executing unit.
  • a depression angle calculation means, a horizontal component force calculation means, a current position detection means, a stop determination means, an initialization means, a start determination means and a restart control means, and a control program for controlling the system controller 6 are stored in advance.
  • ROM 9, RAM 10 that temporarily stores various readable data such as route data set in advance by the user via the input unit 12, and FIFO used for the vehicle position detection process according to an embodiment described later (First In First Out) type ring buffers 101 to 103, 201 to 203, 301 304, 400 to 404, 501, 502, 504, 505, 507, 508, 510 and 511, and a nonvolatile EPROM (Electrical Programmable ROM) 27, the input unit 12, the optical disk drive 13, the hard disk The drive 14, the display unit 18, the sound reproduction unit 23, the short-range transmission / reception unit 17, the ETC transmission / reception unit 16, and the VICS transmission / reception unit 15 are connected via the bus line 11.
  • the various sensors are connected via the interface unit 7 and the bus line 11.
  • the display unit 18 includes a graphics controller 19, a buffer memory 20 including a memory such as a VRAM (Video RAM), a display 22 including a liquid crystal display device or a CRT (Cathode Ray Tube), and a display control unit 21. , And is configured.
  • a graphics controller 19 including a memory such as a VRAM (Video RAM), a display 22 including a liquid crystal display device or a CRT (Cathode Ray Tube), and a display control unit 21. , And is configured.
  • the graphics controller 19 controls the entire display unit 18 based on control data sent from the CPU 8 via the bus line 11.
  • the buffer memory 20 temporarily stores image information that can be displayed immediately.
  • the display control unit 21 controls display of the display 22 based on the image data output from the graphics controller 19.
  • the sound reproduction unit 23 includes a D / A converter 24, an amplifier 25, and a speaker 26.
  • the D / A converter 24 performs D / A conversion of the audio digital signal sent from the optical disc drive 13 or the RAM 10 via the bus line 11.
  • the amplifier 25 amplifies the audio analog signal output from the D / A converter 24.
  • the speaker 26 converts the amplified audio analog signal into audio and outputs (sounds).
  • the system controller 6 obtains information for accessing map display information and the like from the optical disk DK1 or the hard disk DK2, display information such as the vehicle position mark, and the like. Read out and store in RAM 10.
  • the system controller 6 reads the output value of the speed detection coil unit 1, calculates the speed of the vehicle as will be described later based on the read output value, and obtains the travel distance of the vehicle from the calculated speed.
  • the system controller 6 reads the output value of the angular velocity sensor 2, calculates relative azimuth data based on the read output value, and accumulates it in the absolute azimuth data.
  • the current position of the own vehicle is calculated, and the latitude, longitude, and altitude of the current position of the own vehicle are obtained.
  • the system controller 6 reads out map data corresponding to the vehicle position from the optical disk DK1 or the hard disk DK2 and transmits it to the graphics controller 19, and displays a map of the current location on the display 22.
  • the speed detection is performed by using latitude, longitude, altitude data as the vehicle position information, absolute azimuth data of the traveling direction of the vehicle, GPS speed data, and the like as GPS positioning data transmitted from the GPS receiving unit 3 at any time.
  • Various data calculated from the output values of the coil unit 1 and the angular velocity sensor 2 are corrected.
  • the display position of the vehicle position mark, the traveling direction thereof, and update processing of the map to be displayed as necessary are performed.
  • the navigation device S mainly obtains the speed and travel distance of the own vehicle using the output value from the speed detection coil unit 1. For this reason, in order to improve the reliability in the output value from the speed detection coil unit 1, the correction process of the output value of the speed detection coil unit 1 according to an embodiment to be described later is performed using information from other angular velocity sensors 2 and the like. Etc.
  • Sampling period T (e.g., 100 ms) GPS speed horizontal at intervals (x) direction VGPSx n [km / h / 100ms ] as the current sampling is calculated from the vertical (y) direction VGPSy n [km / h / 100ms ]
  • the GPS speed VGPS n [km / h / 100 ms] at the time nT is stored as the latest data in the ring buffer 201 with the number of samplings of 20, the data is shifted by one data in the ring buffer 201 to the 20th. Data disappears from the ring buffer 201.
  • n indicates the number of samplings.
  • the GPS speed VGPS n [km / h] at the current sampling time nT is calculated, and the sampling number is fifty.
  • GPS acceleration is the change amount of the GPS velocity VGPS n [km / h] at the current sampling time nT ⁇ VGPS n [km / h ⁇ s] is calculated and stored as the latest data in the ring buffer 203 with 50 samplings.
  • the GPS speed VGPS [km / h] is calculated by combining the horizontal speed data VGPSx [km / h] and the vertical speed data VGPSy [km / h].
  • the GPS acceleration ⁇ VGPS n [km / h ⁇ s], which is the amount of change in the GPS speed VGPS n [km / h] at the current sampling time nT, is calculated and stored in the ring buffer 203 with 50 samplings. Stored as the latest data.
  • the GPS acceleration ⁇ VGPS n [km / h ⁇ s] calculated from the GPS speed VGPS [km / h] stored in the ring buffer 202 is updated as the latest data in the ring buffer 203 at every sampling period T.
  • the data is shifted one by one in the ring buffer 203 and the 50th data disappears from the ring buffer 203.
  • the average value of all fifty sampling numbers in the ring buffer 203 Is calculated as an average GPS acceleration ⁇ VGPSAVG n [km / h ⁇ s] and its absolute value
  • the speed detection coil unit 1 includes a coil unit body 100, a detection unit 30, a low-pass filter 31, an A / D conversion unit 32, an averaging processing unit 33, It is comprised by.
  • the angular velocity sensor 2 includes an angular velocity sensor body 200, a detection unit 40, a low-pass filter 41, an A / D conversion unit 42, and an averaging processing unit 43, as shown in FIG. Has been. The operation of each component shown in FIG. 2 will be described in detail later with reference to FIGS.
  • the coil unit body 100 is caused by an electromagnetic induction phenomenon due to the vertical component force MG of the total magnetic force of the geomagnetism passing through the coil unit body 100.
  • E n [V] generated in the main body 100
  • the coil body 100 includes a coil 100B in which a conductor 100C is wound N times, and a shield member 100A that shields the coil 100B from the vertical component force MG. Has been.
  • the cross-sectional shape of the coil 100 ⁇ / b> B may be a circle or an ellipse in addition to the rectangle illustrated in FIGS. 3 and 4. Then, the induced electromotive force E n [V] induced in the coil 100B by the electromagnetic induction phenomenon is taken out by the detection unit 30 to which the resistor 30A is directly connected.
  • the shield member 100A is a shield member formed of a material having high magnetic permeability
  • the coil 100B is formed in a cylindrical shape except for a portion of the effective length L [m] in the front-rear direction of the movement of the coil body 100 (vehicle). Covering.
  • the effective length L [m] has an upper surface portion in the front portion in the moving direction and a lower surface portion in the rear portion in the moving direction. It is considered to be a part.
  • the presence of the opening and the shield member 100A without being affected by the horizontal component of the total magnetic force of geomagnetism, the induced electromotive force E n due only to the vertical component of force MG shown in FIGS. 3 and 4 [V] Can be taken out.
  • the speed detection coil unit 1 excludes the influence of the horizontal component of the total magnetic force of the geomagnetism, for example, when traveling uphill and downhill even if the vehicle moves in the same forward direction.
  • the polarity of the induced electromotive force induced in the coil 100B due to the passage (movement) of the coil 100B in the horizontal component force is opposite.
  • accurate speed data as a vehicle cannot be obtained when affected by the horizontal component force.
  • the hard disk DK2 shows the geomagnetism at each point in Japan among the geomagnetism generated due to the magnetic field of the earth, and the Geospatial Information Authority of Japan has announced it while updating it every ten years.
  • the geomagnetic data is stored in a nonvolatile manner while being updated according to the update by the Geographical Survey Institute.
  • this geomagnetic data includes magnetic map (declination diagram) data, magnetic diagram (deflection diagram) data, magnetic diagram (total magnetic force) data, magnetic diagram (horizontal component diagram) data, magnetic diagram (vertical component). Force) data and magnetic declination list data, which are related to six geomagnetism data.
  • the Geospatial Information Authority of Japan will announce the latest data at that time once a decade.
  • the geomagnetic declination is the angle between the geomagnetic direction at that point and true north, with the west declination being positive, approximately 9 ° in the Hokkaido region and approximately 6 in the Okinawa region. It is about °.
  • the geomagnetic dip angle represents the angle between the direction of the geomagnetism at that point and the horizontal as a positive downward, approximately 58 ° in the Hokkaido region and approximately 38 ° in the Okinawa region.
  • the total magnetic force of the geomagnetism indicates the magnitude of the geomagnetism itself at that point, and is approximately 50,000 nT (nanitesla) in the Hokkaido region and approximately 44,000 nT in the Okinawa region.
  • the horizontal component of the total magnetic force of the geomagnetism indicates the magnitude of the horizontal component of the total magnetic force of the geomagnetism at that point, and is approximately 27,000 nT (nano tesla) in the Hokkaido region. Yes, it is about 35,000 nT in the Okinawa area.
  • the vertical component of the total magnetic force of the geomagnetism indicates the magnitude of the vertical component of the total magnetic force of the geomagnetism at that point, and is approximately 42,000 nT (nano tesla) in the Hokkaido region. In the Okinawa area, it is about 26,000 nT.
  • the latest geomagnetic data at present is the year 2000 version, and each data of the year 2000 version is stored in the hard disk DK2 in a searchable and nonvolatile manner in association with the position represented by the latitude and longitude. .
  • the geomagnetic data includes the declination angle D, the dip angle I, the total magnetic force F, the horizontal component force H, and the vertical component force V in the geomagnetism of that year (current year 2000 AD), respectively, in the latitude ⁇ (degrees).
  • Approximation formula data indicating a quadratic approximate expression expressed using a unit) and longitude ⁇ (degree unit) is also stored in a nonvolatile manner.
  • Deviation D2000.0 07 ° 37'.142 "+ 21'.622" ⁇ n -07'.672 " ⁇ n + 0'.442 " ⁇ n 2 -0'.320” ⁇ n ⁇ n -0'.675 ⁇ n 2
  • Sag I2000.0 51 ° 03'.804 "+ 73'.745" ⁇ n -09'.472 " ⁇ n ⁇ 0′.771 ” ⁇ n 2 ⁇ 0′.459” ⁇ n ⁇ n + 0′.359 ” ⁇ n 2 (19)
  • Total magnetic force F2000.0 4750.388 nT +567.453 nT ⁇ n -294.499 nT ⁇ n -0.255 nT ⁇ n 2 -2.975 nT ⁇ n ⁇ n +1.291 nT ⁇ n 2 (34)
  • Horizontal component force H2000.0 29859.182
  • the sampling period T in the vehicle position detection process described below is, for example, 100 ms, and each process is executed every 100 ms.
  • the navigation device S when the power is turned on and the navigation device S is activated to start the vehicle position detection process, first, the navigation device S, each device, The connection status is confirmed, initial numerical value setting processing and the like are performed.
  • step S004 the current vehicle acceleration An [m / s 2 ] and speed V n [km /] at the sampling time nT based on the output value of the speed detection coil unit 1 h] is calculated (step S004).
  • step S004 as the process of calculating the actual acceleration An [m / s 2 ] while the vehicle is running, basically, the current detected speed Vc n [km / h] and further subtract the previous vehicle detection speed Vc n-1 [km / h] from the current vehicle detection speed Vc n [km / h] at the sampling time nT according to the following equation (3).
  • the actual acceleration An [m / s 2 ] of the current vehicle is obtained.
  • the actual speed during travel is the speed of the current vehicle at a sampling time nT of 100 ms for every sampling period of 100 ms.
  • the amount of change ⁇ V n [km / h] is calculated using the following equation (4), and the process of adding this to the actual speed V n ⁇ 1 [km / h] up to the previous time is calculated using the following equation (5): Execute. Then, when the addition process is executed 10 times, the actual speed V n [km / h] per unit time (1 second) is calculated.
  • step S004 will be described in detail later.
  • the current vehicle output azimuth (absolute azimuth) ⁇ s n [equal angle] at the sampling time nT is calculated from the output value of the angular velocity sensor 2 by a method similar to the conventional method (step S005). Based on these calculated values, the cumulative travel distance and cumulative travel vector per unit time of the current vehicle at the sampling time nT are calculated (step S006).
  • the amount of change ⁇ d n [m] of the travel distance is divided into an x component and a y component based on the current output direction (absolute direction) ⁇ s n [equal angle] of the vehicle by the angular velocity sensor 2 at this time.
  • the amount of change ( ⁇ x n , ⁇ y n , ⁇ z n ) [m] of the current vehicle traveling vector at the sampling time nT is calculated by dividing into z components according to the road surface inclination angle ⁇ G n [deg] during the current vehicle traveling. Then, it is accumulated in the accumulated traveling vector (X n ⁇ 1 , Y n ⁇ 1 , Z n ⁇ 1 ) [m] up to the previous time.
  • step S006 Note that the processing in step S006 will be described in detail later.
  • Step S008 a vehicle stop determination process using the output value from the speed detection coil unit 1, the output value from the angular velocity sensor 2, and the GPS positioning data from the GPS receiver 3 with respect to the detected vehicle position (Ste S008) and the offset correction process (step S010) at the time of traveling with respect to the output value of the angular velocity sensor 2 are sequentially executed.
  • the process in step S010 uses the same method as in the prior art.
  • step S008 will be described in detail later.
  • step S009 using the output value from the angular velocity sensor 2 and the GPS positioning data from the GPS receiving unit 3 and the offset correction process at the time of stopping the output value of the angular velocity sensor 2 (step S011) are sequentially performed. Executed. Of these, the process in step S011 uses the same method as in the prior art.
  • the vehicle start state is always monitored under the following conditions. That is, ⁇ Standard deviation ⁇ ⁇ 4.0 of output value of speed detection coil unit 1, ⁇ Speed detection coil speed Vcn according to output value of speed detection coil 1 ⁇ 0 [km / h], The standard deviation ⁇ ⁇ 2.0 of the output value of the angular velocity sensor 2, -Angular velocity sensor speed Vs n ⁇ 0 [km / h] based on the output value of angular velocity sensor 2, ⁇ GPS speed data VGPS n ⁇ 0 [km / h] If any one of the above is established, the start state of the vehicle is determined.
  • step S009 Note that the processing in step S009 will be described in detail later.
  • the steps S008 and S010 or the steps S009 and S012 are executed, next, three geomagnetisms as correction processing for correcting the geomagnetism at the current position of the vehicle due to various disturbances are performed.
  • the average value updating process of the elements (that is, the horizontal component of the total magnetic force of the geomagnetism, the declination and the dip) is performed using GPS data or the like (step S012).
  • the disturbance to the geomagnetism is, for example, a disturbance caused by the bridge when the vehicle passes over the bridge, a disturbance caused by the subway line when the vehicle passes right above the subway line, and the vehicle crosses the railroad crossing.
  • step S012 The disturbance by the said track
  • step S012 The processing in step S012 will be described in detail later.
  • step S013 A process for estimating the running state of the vehicle is executed (step S013).
  • the estimation processing according to step S013 will be described in detail later.
  • step S014 using the GPS positioning data, a calculation process of the slope angle ⁇ G n [deg] of the road surface during running and when stopped is executed (step S014).
  • the GPS velocity VGPS n [km / h] at the current sampling time nT calculated every sampling period T (for example, 100 ms) interval (x )
  • the direction VGPSx n [km / h] and the vertical (y) direction VGPSy n [km / h] of the GPS speed VGPS n [km / h] at the current sampling time nT, the current sampling time nT The road surface inclination angle ⁇ G n [rad.] Is calculated as follows (see FIGS. 15A and 15B).
  • step S015 when it is determined that the GPS is in a positioning state based on correction conditions described later, the vehicle speed calculated using the expressions (24) and (25) described later is used.
  • the proportional time is set in the GPS speed reset timer in the CPU 8 (not shown) at the time of speed reset (calibration) by the GPS speed data VGPS n [km / h], and the initial speed V 0 [km / h] is used until the previous time.
  • the speed of the vehicle V n-1 [km / h] is reset (calibrated).
  • Equations (24) and (25) described later are assumed assuming that the traveling state of the vehicle is an equiangular acceleration rotational motion.
  • the time proportional to the vehicle speed calculated using is set in an SNS speed reset timer (not shown) in the CPU 8. Then, the angular velocity sensor speed Vs n [km / h] calculated using the output value of the angular velocity sensor 2, the vehicle speed V n ⁇ 1 [km / h] up to the previous time, and the vehicle speed will be described later.
  • a new initial speed V 0 [km / h] is calculated by weighting processing using formulas (20) to (22), which will be described later, using the variable speed update coefficient Sp n (see FIG. 16). Thereafter, using the initial speed V 0 [km / h], the value of the vehicle speed V n ⁇ 1 [km / h] up to the previous time is reset (calibrated).
  • step S015 The calculation process according to step S015 will be described in detail later.
  • step S016 the process proceeds to a position reset (calibration) process of the absolute position information of the vehicle up to the previous time using highly reliable GPS positioning data, road shape data, or other absolute position detection devices.
  • correction conditions are determined based on the “ID75 packet output data format” in the communication specification of the TANS GPS receiver, but other packet output data formats can also be used.
  • the position is reset (calibrated) by so-called map matching (hereinafter simply referred to as “MM”) road shape data. That is, the time interval (CPU8) proportional to the vehicle speed is calculated for the node (or shape point) having the coordinates of the MM road shape data and the intersection as the node by using the equations (35) and (36) described later.
  • the position reset (calibration) is executed by the MM position reset timer (not shown).
  • step S016 The calculation process related to step S016 will be described in detail later.
  • the azimuth reset (calibration) process of [equal angle] is executed (step S018).
  • step S0108 when the GPS positioning state continues for a long time, the bearing is reset (calibrated) using the GPS bearing data. That is, for highly reliable GPS azimuth data, using the formulas (35) and (36), which will be described later, at a time interval proportional to the vehicle speed (measured by a GPS azimuth reset timer (not shown) in the CPU 8). Perform bearing reset (calibration).
  • the direction is reset (calibrated) using the MM road direction data. That is, with respect to the MM road heading data, the heading is reset at a time interval proportional to the vehicle speed (timed by a MM heading reset timer (not shown) in the CPU 8) using the expressions (35) and (36) described later. Execute (Calibration).
  • step S018 The calculation process related to step S018 will also be described in detail later.
  • step S2 it is confirmed whether or not the power of the navigation device S body is turned off (step S2). If it is not turned off (step S2; NO), the process returns to step S004 as it is and repeats the series of processes described above. On the other hand, when the power is turned off (step S2; YES), the vehicle position detection process according to the embodiment is terminated.
  • steps S004 and S006 are processes for obtaining the actual acceleration and speed of the vehicle, the accumulated travel distance, and the travel vector using the output value from the speed detection coil unit 1.
  • Step S005 is a process for obtaining the output azimuth (absolute azimuth) of the vehicle using the output value of the angular velocity sensor 2.
  • the speed detection coil unit 1 includes the coil unit body 100, the detection unit 30, the low-pass filter 31, The A / D conversion unit 32 and the averaging processing unit 33 are configured.
  • step S101 the output value from the speed detection coil unit 1 is set in advance within the sampling period T. Whether or not sampling has been completed (step S101). If not completed (step S101; NO), the process proceeds to step S007 shown in FIG. when you are (step S101; YES), then the induced electromotive force E n [V] which is inputted from the detection unit 30 after noise removal by the low-pass filter 31, for example, of 12-bit external a / D converter At 32, A / D conversion is performed m times during the sampling period T.
  • the averaging processing unit 33 performs averaging processing of the sampling period T period using the following equation (1) (step S102), and the speed of the sampling period T period every sampling period 1T.
  • An average value e ′ n [LSB] of A / D conversion data of the output value of the detection coil unit 1 is calculated.
  • e ′ n [LSB] is the average value [LSB] of the A / D conversion data of the output value of the speed detection coil unit 1
  • e ′ i [LSB] is the A / D of the output value of the speed detection coil unit 1.
  • LSB is a unit indicating the magnitude of the output value of the A / D converter 32.
  • the input voltage range is divided into 2 n equal parts.
  • the average value e ′ n [LSB] of the A / D conversion data of the calculated output value of the speed detection coil unit 1 is sequentially stored in the ring buffer 400 each time the calculation is performed.
  • E n G k n ⁇ 1 ⁇ G n ⁇ 1 ⁇ (e ′ n ⁇ e ′ 0 ) (2)
  • G n ⁇ 1 is the gain value [V / LSB of the speed detection coil unit 1.
  • E ′ 0 is the current offset value [LSB] of the output of the speed detection coil unit 1.
  • the induced electromotive force E n [V] that is the output value of the speed detection coil unit 1 is used. for each sampling period T, it calculates a detection speed of the vehicle at the current sampling time nT Vc n [km / h] (step S104).
  • the dip angle data ⁇ n [deg] obtained by averaging the dip angle data for the past ten times (one second) of the calculation process, for example, the average obtained by averaging the past five seconds (50 pieces)
  • the depression angle data ⁇ AVG n [deg] is stored in a nonvolatile manner in the depression angle distribution data area 506 in the hard disk DK2 as average depression angle data corresponding to the absolute position at the sampling time nT. This process is repeated every sampling period T.
  • Ho n (3600/1000) ⁇ E n / [ ⁇ o ⁇ tan ( ⁇ AVG n ) ⁇ ⁇ (VGPS n ⁇ cos ⁇ G n ) ⁇ N ⁇ L] (27)
  • ⁇ o is the permeability of vacuum ( ⁇ air)
  • N is the number of turns of the conductor 100C in the coil 100B
  • L is the effective length of the coil 100B in the coil unit body 100 (FIG. 3).
  • FIG. 4 The horizontal force Ho n [A / m / 100ms ] sampling time nT Geomagnetic H n geomagnetic when [A / m / 100ms] is sequentially stored in the ring buffer 507.
  • the average horizontal force HoAVG m corresponding to the sampling time mT [A / m] the average dip angle data ⁇ AVG m [deg], the road inclination angle .theta.G n [deg] and the induced electromotive force E n [V] the basis to calculate the time of sampling time nT according to the following equation (30) in line with the Fleming's right-hand rule (m ⁇ n) detection speed Vc n in [km / h / 100ms].
  • Vc n (3600/1000) ⁇ E n / [ ⁇ o ⁇ Ho AVG m ⁇ tan ( ⁇ AVG m ) ⁇ ⁇ cos ⁇ G n ⁇ N ⁇ L] ... (30)
  • the calculated detection speed Vc n [km / h / 100 ms] is sequentially stored in the ring buffer 401 each time the calculation is performed.
  • this value for example, by averaging the one second (ten) minutes, and the detection velocity Vc n [km / h] at the current sampling time nT.
  • the calculated detection speed Vc n [km / h] is sequentially stored in the ring buffer 402 each time the calculation is performed.
  • step S105 the actual acceleration A n [m / s 2 ] of the vehicle is calculated using the calculated detection speed Vc n [km / h] (step S105).
  • the actual acceleration A n [m / s 2 ] is calculated by subtracting the previous detected speed Vc n ⁇ 1 [km / h] from the currently calculated detected speed Vc n [km / h].
  • the actual acceleration A n [m / s 2 ] of the current vehicle is obtained by the following equation (3).
  • a n (1000/3600) ⁇ C y ⁇ (Vc n ⁇ Vc n ⁇ 1 ) (3)
  • the C y are determined by way of placing with respect to the vehicle of the coil body 100, the speed detection output polarity of the coil unit 1 (i.e., the polarity of the induced electromotive force E n [V]), FIG. 3 and FIG.
  • E n [V] the speed detection output polarity of the coil unit 1
  • the calculated actual acceleration An [m / s 2 ] is sequentially stored in the ring buffer 403 each time the calculation is performed.
  • the angular velocity sensor 2 includes the angular velocity sensor body 200, the detection unit 40, the low-pass filter 41, and the A / D.
  • the conversion unit 42 and the averaging processing unit 43 are configured.
  • the voltage of the angular velocity detected from the angular velocity sensor main body 200 through the detection unit 40 corresponding to the angular velocity GY input from the angular velocity sensor main body 200 is expressed as follows: After noise removal by the low-pass filter 41, for example, an external 12-bit A / D converter 42 performs A / D conversion m times in the sampling period T.
  • the averaging processing unit 43 performs the averaging process of the sampling period T period using the following equation (1-1), and the angular velocity sensor 2 of the sampling period T period for every sampling period 1T interval.
  • the average value gy ′ n [LSB] of the A / D conversion data of the output values is calculated.
  • gy ′ n [LSB] is the average value [LSB] of the A / D conversion data of the output value of the angular velocity sensor 2
  • gy ′ i [LSB] is the A / D conversion data value of the output value of the angular velocity sensor 2.
  • T 100 ms
  • ⁇ n G k n ⁇ 1 ⁇ G n ⁇ 1 ⁇ (gy ′ n ⁇ gy 0 ) (e) As required.
  • G n ⁇ 1 is a gain value [equal angle / 100 ms ⁇ LSB]
  • gy ′ n [LSB] is A The average value [LSB] of the / D conversion data
  • gy 0 [LSB] is the current offset value [LSB].
  • the output direction (absolute direction) of this vehicle according to the step S005 [theta] s n after calculation of the equal angles, the current of the vehicle at the time of the sampling time nT acceleration A n [m / s 2 ] is used to calculate the actual vehicle speed V n [km / h] (steps S106 to S131 or S136).
  • the actual acceleration An [m / s 2 ] obtained from the output value of the speed detection coil unit 1 is obtained. It is necessary to calculate the vehicle speed V n [km / h] by integrating once at the sampling period T.
  • V n-1 [km / h] is the vehicle speed [km / h] up to the previous time.
  • the absolute value of the current vehicle speed V n [km / h] is displayed.
  • the calculated speed V n [km / h] is sequentially stored in the ring buffer 404 each time the calculation is performed.
  • the traveling state of the vehicle is a linear acceleration constant acceleration
  • the actual acceleration An [m / s 2 ] obtained from the output value of the speed detection coil unit 1 is assumed.
  • T the sampling period
  • D n ⁇ 1 [m] is the cumulative travel distance [m] of the vehicle up to the previous time.
  • the road inclination angle ⁇ G n [deg] of the current vehicle obtained by the equation (10) in step S103 is acquired, and this is used to change the travel vector of the current vehicle at the sampling time nT.
  • the vertical component ⁇ z n [m] of ⁇ z n ⁇ d n ⁇ tan ⁇ G n (11) And calculated.
  • X n ⁇ 1 [m] is the cumulative travel vector (horizontal component) [m] of the vehicle up to the previous time
  • Y n ⁇ 1 [m] is the cumulative travel vector (vertical component) of the vehicle up to the previous time [m].
  • Z n ⁇ 1 [m] is the cumulative travel vector (vertical component) [m] of the vehicle up to the previous time.
  • the vector (X 10 , Y 10 , Z 10 ) [m] is
  • Step S106 if the mask process has not been performed (step S106; NO), the process proceeds to step S007 shown in FIG. 5 as it is, while the mask process is performed. If this is the case (step S106; YES), then, the current vehicle speed change amount ⁇ V n [km / h] at the sampling time nT is obtained by the above equation (4) (step S107).
  • step S108 and S109 the positioning dimension number in GPS is determined based on the received GPS radio wave and the like. If the positioning dimension number is “3” or “2” (step S108; YES or step S109; YES), an MM direction reset timer and an MM position reset timer are set (steps S110 and S111), respectively. Thereafter, it is confirmed whether or not the GPS bearing reset timer has ended (step S112).
  • step S112 When the GPS direction reset timer has not ended (step S112; NO), the process proceeds to step S115 described later.
  • step S112; YES when the GPS direction reset timer has ended (step S112; YES), the GPS direction reset is performed. After setting the timer (step S113), the vehicle output azimuth (absolute azimuth) ⁇ s n-1 [equal angle] up to the previous time is reset (calibrated) using the GPS azimuth information data (step S114). This time, it is confirmed whether or not a GPS position reset flag (not shown) in the CPU 8 is set to “1” (FIG. 7, step S115).
  • step S115 If the GPS position reset flag is set to “1” in the determination in step S115 (step S115; YES), after clearing the GPS position reset flag to “0” (step S116), the sampling time Using the GPS absolute position information data of the vehicle at nT, the position of the absolute position of the vehicle up to the previous time is reset (calibrated) (step S117), and the process proceeds to step S136 described later.
  • Step S115 if the GPS position reset flag is not set to “1” in the determination in step S115 (step S115; NO), it is confirmed whether or not a GPS speed reset timer (not shown) in the CPU 8 has expired.
  • Step S118 When the GPS speed reset timer has expired (Step S118; YES), the GPS speed reset timer is set (Step S119), and the GPS speed data VGPS n [km / h] The vehicle speed V n-1 [km / h] up to the previous time using Vref [km / h] is reset (calibrated) (step S120), and the process proceeds to step S131 described later.
  • step S118 if the GPS speed reset timer has not expired in the determination in step S118 (step S118; NO), the process directly proceeds to step S136.
  • step S108; NO and step S109; NO the GPS position reset flag is set to “1” (FIG. 7, step S121), and then it is confirmed whether or not the MM azimuth reset timer has expired (step S122).
  • step S122 When the MM azimuth reset timer has not ended (step S122; NO), the process proceeds to step S125 described later.
  • step S122; YES When the MM azimuth reset timer has ended (step S122; YES) ) Set the MM azimuth reset timer (step S123), and use the MM road azimuth data to reset the azimuth (absolute azimuth) ⁇ s n-1 [divided angle] of the vehicle up to the previous time (calibration). Then, it is checked whether or not the MM position reset timer has expired (step S125).
  • step S126 the MM position reset timer is set (step S126), and a node (or shape point) having the coordinates of the MM road shape data is set. And the absolute position of the vehicle up to the previous time is reset (calibrated) using the intersection which is the node (step S127), and then the current vehicle speed V at the sampling time nT according to the above equation (5). n [km / h] is calculated (step S136).
  • step S137 the amount of change ⁇ d n [m] of the current travel distance of the vehicle is calculated according to the above equation (6) (step S137), and further, the sampling time according to the above equation (7) is used.
  • the cumulative travel distance D n [m] of the current vehicle at nT is calculated (step S138).
  • step S140 The cumulative travel vector (X n , Y n , Z n ) [m] of the current vehicle is calculated (step S140), and the process proceeds to step S007 in FIG.
  • step S125 determines whether or not the SNS speed reset timer has expired.
  • step S128 the SNS speed reset timer is set (step S129), and the angular velocity sensor speed Vs n [km / h] calculated from the output value of the angular velocity sensor 2 is set.
  • Vref [km / h] is used to reset (calibrate) the speed V n-1 [km / h] of the vehicle up to the previous time (step S130), and then according to the above equation (5)
  • the current vehicle speed V 1 [km / h] at the sampling time 1T is calculated (step S131).
  • step S132 the amount of change ⁇ d 1 [m] in the current travel distance of the vehicle is calculated in accordance with the above equation (6) (step S132), and is further used to accumulate the current vehicle at the sampling time 1T.
  • the travel distance D 1 [m] is calculated (step S133).
  • Step S134 the amount of change in the current travel vector of the vehicle is obtained for each component (step S134), and the above equations (12) to (14) are obtained based on these components.
  • the accumulated travel vector (X 1 , Y 1 , Z 1 ) [m] of the current vehicle at the sampling time 1T is calculated (step S135), and the process proceeds to step S007 in FIG. (C) Processing of Step S008 Next, the vehicle stop determination processing according to Step S008 will be specifically described with reference to FIGS.
  • FIG. 8 is a flowchart showing details of the vehicle stop determination process in step S008, and FIG. 9 is a diagram showing a state transition related to the vehicle stop determination sampling period ⁇ T (1.6 seconds) in step S008. is there.
  • the vehicle stop determination process when any one of the following five conditions is satisfied from the time when the vehicle start determination process according to step S009 is confirmed, the vehicle is Confirm that it is stopped. That is, I: When the output value of the speed detection coil unit 1 during the stop determination sampling period ⁇ T (1.6 seconds) is stable ⁇ at least once a predetermined standard deviation ⁇ (for example, “0.3”) or less ⁇ .
  • V When GPS speed data VGPS n is “0 [km / h]” even when GPS positioning is in a two-dimensional or three-dimensional positioning state.
  • the sampling period T is “100 ms (0.1 second)” and the sampling number ⁇ is “16”, the length of the stop determination sampling period ⁇ T is “1.6 seconds”.
  • the stop state is masked until the start of the vehicle is confirmed next, even if none of the conditions for the stop determination process are satisfied thereafter.
  • the vehicle speed V n [km / h] calculated from the output value of the speed detection coil unit 1, the cumulative travel distance D n [m], and the cumulative travel vector (X n , Y n , Z n ) [m] etc. continue to be set to “0” (ie, cleared to zero).
  • the vehicle speed and the output value of the speed detection coil unit 1 immediately before the stop confirmation the vehicle speed based on the output value of the speed detection coil unit 1 generated slightly after the stop confirmation, and The fluctuation of the cumulative travel distance is suppressed, the cumulative error caused by the integration over time is eliminated (that is, reset), and the vehicle position is also stably stopped.
  • step S008 described above will be described more specifically.
  • step S211 when any one of the conditions is satisfied once (steps S204 to S210; YES), the vehicle stop confirmation mask process is executed (that is, the execution of the vehicle stop determination process is prohibited) (step S211). Further, the vehicle start determination masking process is canceled (that is, the execution of the vehicle start determination process is permitted) (step S212), and the value of the vehicle stop determination period end counter is initialized to zero (step S212). Step S213).
  • step S214 to S219) the process proceeds to step S010 shown in FIG.
  • step S008 can be started at every sampling period T as illustrated in FIG. 9, for example, the stop determination sampling period ⁇ T 1 (from the final sampling point SP 1 shown in FIG. if any one of the conditions of steps S204 to S210 between 1.6 seconds) continues satisfied at least, the stop determination of the vehicle is determined in the stop determination timing S 1 that 1.6 seconds have elapsed. If the point where none of the conditions of steps S204 to S210 is satisfied during the stop determination sampling period ⁇ T 1 (1.6 seconds) from the final sampling point SP 1 is the final sampling point SP m ( m-1) Similar determination is performed during a new stop determination sampling period ⁇ T m (1.6 seconds) starting from the last sampling point SP m delayed by the sampling period T. The series of vehicle stop determination processes described above are repeated m times set in advance until the stop of the vehicle is confirmed. (D) Processing of Step S009 Next, the vehicle start determination processing according to Step S009 will be specifically described with reference to FIGS.
  • FIG. 10 is a flowchart showing details of the vehicle start determination process in step S009.
  • FIG. 11 is a diagram showing state transitions related to the vehicle start determination sampling period ⁇ T (1.6 seconds) in step S009. is there.
  • start determination sampling period ⁇ T speed detecting coil unit speed Vc n according to the output value of the speed detection coil unit 1 (1.6 seconds) is not "0 [km / h]" even once.
  • V The GPS speed data VGPS n is not “0 [km / h]” even when the GPS positioning is in the two-dimensional or three-dimensional positioning state.
  • the sampling period T is “100 ms (0.1 second)” and the sampling number ⁇ is “16”, the length of the start determination sampling period ⁇ T is “1.6 seconds”.
  • the start state is masked until the next stop of the vehicle is confirmed, even if none of the conditions for the start determination process is satisfied thereafter.
  • the vehicle speed V n [km / h] and the cumulative travel distance D n [m] are always calculated from the output value of the speed detection coil unit 1 from the initial vehicle speed of zero. Therefore, the accumulation error caused by one time integration (vehicle speed) and two time integration (cumulative travel distance) is also accumulated from the state of zero.
  • step S404 to S410 When any one of the conditions is satisfied once (steps S404 to S410; YES), the vehicle start determination masking process is executed (that is, the vehicle start determination process is prohibited) (step S411). Further, the mask process for confirming the stop of the vehicle is canceled (that is, the execution of the stop determination process for the vehicle is permitted) (step S412), and the value of the vehicle start determination period end counter is initialized to zero (step S412). Step S413) and the process proceeds to Step S011 shown in FIG.
  • the process of the said step S009 can be started for every sampling period T so that it may illustrate in FIG. 11, for example, start determination sampling period ⁇ T 1 (1 from the last sampling point SP 1 shown in FIG. if any one of the conditions of steps S404 to S410 between .6 seconds) but continues satisfied at least, starting determination of the vehicle is determined at start judgment timing D 1 that 1.6 seconds have elapsed. If the point at which none of the conditions of steps S404 to S410 is satisfied during the start determination sampling period ⁇ T 1 (1.6 seconds) from the final sampling point SP 1 is the final sampling point SP m ( m-1) The same determination is performed during a new start determination sampling period ⁇ T m (1.6 seconds) starting from the final sampling point SP m delayed by the sampling period T.
  • step S012 Next, the average value update processing of the three elements of the geomagnetism due to the disturbance of the step S012 (horizontal force Ho n of the total magnetic force H n, declination .theta.o n and dip [delta] n), This will be specifically described with reference to FIGS.
  • FIG. 12 and 13 are flowcharts showing details of the average value update process according to step S012, and FIG. 14 is a vehicle average value update period ⁇ T (5.0 seconds) of the average value update process according to step S012. It is a figure which shows the state transition which concerns on.
  • the speed detection coil unit 1 according to the embodiment and a so-called geomagnetic (orientation) sensor have completely different purposes, applications, mechanisms, and circuit configurations.
  • the geomagnetism is disturbed by the influence of surrounding structures (such as subways, railroad crossings or railway bridges buried under the road) and others (such as trucks passing through the side) that exist while moving or stopping. The same can be said in that an error occurs due to the influence of disturbance.
  • the standard deviation ⁇ r corresponding to the vehicle speed of the total magnetic force H n [A / m] of the geomagnetism is obtained and referred to as “geomagnetic disturbance degree”.
  • the standard deviation ⁇ r corresponding to the vehicle speed is the sampling when the total magnetic force H n [A / m] of the geomagnetism is sampled by the number of quotients obtained by dividing the speed at the current sampling time nT by the unit speed. This is the standard deviation for a certain number of the total magnetic force H n [A / m] of the generated geomagnetism.
  • the same disturbance can be detected regardless of the speed of the geomagnetic disturbance.
  • the value of the sampling frequency of disturbance geomagnetism increases in proportion to the speed, while for example, “congestion and further congestion”
  • the value of the disturbance geomagnetic sampling frequency decreases in proportion to the speed.
  • step S012 when filling all one of the following conditions (a) to (c), the horizontal deflection angle .theta.o n, dip [delta] n and the total force H n is the three elements of the geomagnetic it is assumed that the average value update processing of people component force Ho n each is determined.
  • the mean declination ⁇ oAVG n [deg] of the geomagnetism linked to the absolute vehicle position (latitude LatCoil n , longitude LonCoil n , altitude AltCoil n ) at the current sampling time nT is from (n ⁇ 49) th to nth
  • the above declination ⁇ o n [deg] is calculated by adding 50, dividing by 50 and averaging.
  • the updated average deviation angle ⁇ oAVG n [deg] is associated with the absolute position of the vehicle in the deviation distribution data area 503 in the hard disk DK2 as average deviation data for each calculation, and becomes non-volatile.
  • the average value update process of dip angle [delta] n (calculation method), at the time of the current sampling time nT, geomagnetic dip at each sampling period T interval ⁇ n [deg / 100ms] is the above (19) Calculated and sequentially stored in the ring buffer 504. Then, the dip angle ⁇ n [deg] of the geomagnetism at the sampling time nT of this time is obtained by adding the above-mentioned dip angle ⁇ n [deg / 100ms] from the (n-9) th to the nth time and dividing it by ten. Then, they are calculated by averaging and sequentially stored in the variable ring buffer 505.
  • the mean magnetic dip ⁇ AVG n [deg] of the geomagnetic field linked to the vehicle absolute position (latitude LatCoil n , longitude LonCoil n , altitude AltCoil n ) at the sampling time nT is the (n ⁇ 49) th to nth times.
  • the above-mentioned dip angle ⁇ n [deg] is calculated by adding fifty, dividing by fifty and averaging.
  • the updated average depression angle ⁇ AVG n [deg] is stored in a nonvolatile manner in association with the absolute position of the vehicle in the depression angle distribution data area 506 in the hard disk DK2 as average depression angle data for each calculation. .
  • GPS speed Vgps n of the vehicle at the current sampling time nT [km / h] horizontal force by Ho n [A / m] is, (n-9) the horizontal component force from th to n-th Ho n [A / m / 100 ms] is calculated by adding ten, dividing the result by ten, and averaging and sequentially storing in the variable ring buffer 508.
  • the average horizontal component HoAVG n [A / m] of the total magnetic force H n [A / m] of the geomagnetism linked to the vehicle absolute position (latitude LatCoil n , longitude LonCoil n , altitude AltCoil n ) at the current sampling time nT. ] is calculated by averaging by dividing by (n-49) once the n-th to the horizontal force Ho n [a / m] fifty adding from eyes, it fifty.
  • the updated average horizontal component HoAVG n [A / m] is the horizontal horizontal component distribution data in the hard disk DK2 as the average horizontal component data based on the GPS speed VGPS n [km / h] for each calculation.
  • the area 509 is stored in a nonvolatile manner in association with the absolute position of the vehicle.
  • the average value update period ⁇ T is 5 seconds.
  • the total force H n of the geomagnetism in each sampling period T interval [A / m / 100ms] is the ( 34) and sequentially stored in the ring buffer 510.
  • the total magnetic force H n [A / m] of geomagnetism at the sampling time nT of this time is added to the total magnetic force H n [A / m / 100ms] ten times from the (n-9) th to the nth time. Then, it is calculated by dividing the result by 10 and averaging, and sequentially stored in the variable ring buffer 511.
  • the average total magnetic force HAVG n [A / m] of the geomagnetism linked to the vehicle absolute position (latitude LatCoil n , longitude LonCoil n , altitude AltCoil n ) at the sampling time nT is (n ⁇ 49) th to n
  • the total magnetic force H n [A / m] up to the first time is added by 50, divided by 50 and averaged.
  • the updated average total magnetic force HAVG n [A / m] is associated with the absolute position of the vehicle in the total magnetic force distribution data area 512 in the hard disk DK2 as the average total magnetic force data every time the calculation is performed. Memorized in sex.
  • step S012 described above will be described in more detail with reference to FIGS. 12 and 13.
  • step S601 whether or not the vehicle has started has been determined as the average value update processing due to the disturbance. That is, it is confirmed whether or not so-called mask processing is performed on the start determination processing of the vehicle (step S601). If the mask processing is not performed (step S601; NO), The process proceeds to step S622 to be described later. On the other hand, if the mask processing is performed (step S601; YES), it is confirmed whether or not the GPS positioning dimension number at that time is three-dimensional (step S601). S602).
  • step S622 If any one of the above conditions (a) -I to (a) -VI is “NO”, the value of the average value update period end counter is initialized to zero (step S622), and remains as it is. The process proceeds to step S013 shown in FIG.
  • step S602 determines whether the positioning dimension number is two-dimensional.
  • step S608 When the number of positioning dimensions is two-dimensional (step S608; YES), the above conditions (b) -I to (b) -VI are sequentially confirmed (steps S609 to S613 and S618), and the above conditions ( b) If any one of -I to (b) -VI is "NO”, the process proceeds to step S622. If all are "YES”, the process proceeds to step S619. Transition to processing.
  • step S621 when a state in which none of steps S609 to S613 and S618 (in the case of the two-dimensional positioning state) is satisfied is the same as described above, the above step S621 is performed. The alternative process described above is performed.
  • step S608 when the GPS positioning dimension is not two-dimensional (that is, positioning is impossible) (step S608; NO), as shown in FIG. 13, the above condition (c) ⁇ I to (c) -V are sequentially confirmed (steps S614 to S618), and if any one of the above conditions (c) -I to (c) -V is "NO", the process of step S622 is performed. On the other hand, if both are “YES”, the process proceeds to step S619.
  • step S621 is performed.
  • step S012 is one that may be started every one sampling period T, as illustrated in FIG. 14, for example, a constant velocity linear (constant angular velocity) of FIG. 14 from the traveling disturbance deterministic timing LD 1 12 and 13 during the average value update period ⁇ T 1 (5.0 seconds), that is, steps S603 to S607 and S618 (in the case of a three-dimensional positioning state), steps S609 to S613 and S618 (two-dimensional) If any of the case of the positioning state) and the step S614 to S618 (the case of non-positioning state) continues satisfied at least, the average value update is determined in the average value update timing R 1 that 5.0 seconds has elapsed .
  • the vehicle absolute position latitude LatCoil n , longitude LonCoil n , altitude AltCoil n at the current sampling time nT is obtained.
  • declination .theta.o n geomagnetic corresponding [deg] is calculated, the number of sampling which is proportional to the vehicle speed (e.g., 128 [km / h] when the most recent data to variable-in the ring buffer 502 of 128) Stored as
  • the geomagnetic declination ⁇ o [deg] by the vehicle absolute position (latitude LatCoil, longitude LonCoil) stored in the ring buffer 501 at every sampling period T ( 100 ms). / vehicle absolute position 100 ms] this time was calculated from at sampling time nT (latitude LatCoil n, longitude LonCoil n, altitude AltCoil n) the deflection angle of the geomagnetic corresponding with ⁇ o n [deg] is stored as the latest data In the variable ring buffer 502, data is shifted one by one, and the oldest (for example, 128th) data is lost.
  • the vehicle absolute position when the sampling time nT of this (latitude LatCoil n, longitude LonCoil n, altitude AltCoil n) and the corresponding geomagnetism constant declination from ⁇ o n [deg]
  • the vehicle absolute position at the current sampling time nT (latitude LatCoil n , The average declination ⁇ oAVG n [deg] of the geomagnetism linked to the longitude LonCoil n and the altitude AltCoil n ) is calculated.
  • the absolute position of the vehicle (latitude LatCoil n , longitude LonCoil n , altitude AltCoil n ) and the average declination ⁇ oAVG n [deg] of the geomagnetism are set for each of the preset intervals. ] are stored in a nonvolatile manner as a pair and as the latest data.
  • n , altitude AltCoil n ) the latitude LatCoil n and the longitude LonCoil n and the corresponding geomagnetic dip ⁇ n [deg / 100ms] are stored as the latest data, and are shifted one by one in the ring buffer 504. The tenth data is lost.
  • the vehicle absolute position latitude LatCoil n , longitude LonCoil n , altitude AltCoil n at the current sampling time nT is obtained.
  • the geomagnetic dip angle ⁇ n [deg] is calculated, and the latest data is stored in the variable ring buffer 505 with a sampling number proportional to the vehicle speed (for example, 128 in the case of 128 [km / h]). Stored.
  • a certain period from the geomagnetic depression angle ⁇ n [deg] corresponding to the vehicle absolute position (latitude LatCoil n , longitude LonCoil n , altitude AltCoil n ) at the current sampling time nT is calculated.
  • the dip angle distribution data area 506 in the hard disk DK2 is stored in a nonvolatile manner as the latest data.
  • the absolute position of the vehicle (latitude LatCoil n , longitude LonCoil n , altitude AltCoil n ) and the average dip angle ⁇ AVG n [deg] of geomagnetism are set for each of the preset intervals.
  • the average dip angle ⁇ AVG n [deg] of geomagnetism are set for each of the preset intervals. are stored in a nonvolatile manner as a pair and as the latest data.
  • n, altitude AltCoil n and the corresponding GPS velocity VGPS n [km / h / 100ms ] horizontal force Ho n [a / m / 100ms ] of the total force H n of the geomagnetism [a / m / 100ms] by the vehicle
  • the data is shifted one by one in the ring buffer 507 and the tenth data is lost.
  • the vehicle absolute position latitude LatCoil n , longitude LonCoil n , altitude AltCoil n at the current sampling time nT is obtained.
  • total magnetic H n geomagnetic horizontal component Ho n [a / m] of [a / m] is calculated by the GPS velocity Vgps n of the corresponding vehicle [km / h], the sampling number which is proportional to the vehicle speed ( For example, in the case of 128 [km / h], it is stored as the latest data in the variable ring buffer 508 of 128).
  • the geomagnetic total magnetic force H based on the GPS speed VGPS [km / h / 100ms] of the vehicle stored in the ring buffer 507 at every sampling period T ( 100 ms).
  • the total magnetic force H n [A / m] of the geomagnetism corresponding to the vehicle absolute position (latitude LatCoil n , longitude LonCoil n , altitude AltCoil n ) at the current sampling time nT at every sampling period T ( 100 ms).
  • the horizontal force Ho n [a / m] from a period of time (e.g., 5.0 seconds) when the first-th to fifth tenth sampling several fifty addition to correspond to the averaging process, the current Average horizontal of geomagnetic total magnetic force H n [A / m] by GPS speed VGPS n [km / h] of vehicle linked to vehicle absolute position (latitude LatCoil n , longitude LonCoil n , altitude AltCoil n ) at sampling time nT
  • the component force HoAVG n [A / m] is calculated.
  • one of the average horizontal component HoAVG n [A / m] of the total magnetic force H n [A / m] of the geomagnetism linked to the absolute position of the vehicle (latitude LatCoil n , longitude LonCoil n , altitude AltCoil n ) If the value has changed significantly, it is stored in a nonvolatile manner as the latest data in the horizontal component distribution data area 509 in the hard disk DK2 at a preset interval.
  • the vehicle absolute position latitude LatCoil n , longitude LonCoil n , altitude AltCoil n
  • the total magnetic force H n [A
  • the average horizontal component HoAVG n [A / m] of / m] is stored in a nonvolatile manner as a pair and as the latest data.
  • the vehicle absolute position latitude LatCoil n , longitude LonCoil n , altitude AltCoil n at the current sampling time nT is obtained.
  • the corresponding geomagnetic total magnetic force H n [A / m] is calculated and stored in the variable ring buffer 511 with a sampling number proportional to the vehicle speed (for example, 128 in the case of 128 [km / h]). Stored as the latest data.
  • the geomagnetic total magnetic force H [A by the vehicle absolute position (latitude LatCoil, longitude LonCoil) stored in the ring buffer 510 at every sampling period T ( 100 ms). / m / 100 ms] vehicle absolute position when the current sampling time nT, which is calculated from (latitude LatCoil n, longitude LonCoil n, altitude AltCoil n) as with the corresponding geomagnetism total intensity H n [a / m] is the most recent data When stored, the data is shifted one by one in the variable ring buffer 511, and the oldest (eg, 128th) data is lost.
  • the total magnetic force H n [A / m] of the geomagnetism corresponding to the vehicle absolute position (latitude LatCoil n , longitude LonCoil n , altitude AltCoil n ) at the current sampling time nT at every sampling period T ( 100 ms). From the first sampling time to the 50th sampling number corresponding to a certain period (for example, 5.0 seconds) and averaging processing, the vehicle absolute position (latitude LatCoil at the current sampling time nT is calculated. n, longitude LonCoil n, altitude AltCoil n) and geomagnetic average linked geomagnetic HAVG n [a / m] is calculated.
  • the vehicle absolute position latitude LatCoil n , longitude LonCoil n , altitude AltCoil n
  • the average total magnetic force HAVG n [A / m] is stored in a nonvolatile manner as a pair and as the latest data.
  • the self-contained navigation process during that time is and acceleration a n of the vehicle per unit time calculated by using the output value of the speed detection coil unit 1 [m / s 2] is calculated, then, the acceleration a n at a sampling period T [m / s 2] Is integrated once, and the vehicle speed V n [km / h] is calculated.
  • the speed V n [km / h] is integrated once more, the vehicle travel distance D n [m] per unit time is calculated. ] Is calculated.
  • the current travel vector (X n , Y n , Z n ) calculated above is added to the absolute position data (latitude LatCoil n ⁇ 1 , longitude LonCoil n ⁇ 1 , altitude AltCoil n ⁇ 1 ) of the vehicle up to the previous time. [m] by accumulating the absolute position data of the vehicle at the current sampling time nT (latitude LatCoil n, longitude LonCoil n, altitude AltCoil n) is calculated.
  • the series of processes up to the calculation of the absolute position data of the vehicle described above is from the speed reset (calibration) of the vehicle to the next speed reset (calibration), and from the same position reset (calibration) to the next position reset (calibration).
  • the speed reset (calibration) to the next position reset (calibration) from the speed reset (calibration) to the next direction reset (calibration)
  • the speed reset (calibration) to the next direction reset (calibration) During position reset (calibration) and next speed reset (calibration), between position reset (calibration) and next azimuth reset (calibration), from azimuth reset (calibration) to next speed reset (calibration) ) Until azimuth reset (calibration) to the next position reset (calibration) and during the non-GPS positioning state duration.
  • the reset (calibration) is frequently performed at a time interval (for example, every 1 second) at which the vehicle is reset (calibrated) frequently.
  • the navigation device S using only GPS navigation can be realized in appearance.
  • the combination of the self-contained navigation using the speed detection coil unit 1 and the GPS navigation eliminates the complexity of connecting the navigation device S to, for example, a vehicle speed sensor, a back sensor, and the like, and further performs the connection. This is because it is possible to avoid the occurrence of a malfunction that impairs safety during traveling of the vehicle.
  • all components that can be used as the navigation device S such as the speed detection coil unit 1 and the angular velocity sensor 2, are used in order to perform the vehicle position detection process when GPS is not positioned more accurately.
  • the position reset (calibration) process by MM road shape data mentioned later (refer FIG.5 S016) can be used.
  • a node or shape point having a coordinate at an arbitrary point on the MM road shape data
  • a link connecting adjacent nodes an intersection
  • a road connecting intersections a node having a coordinate at an arbitrary point on the MM road shape data
  • MM is performed by vertical pulling with a perpendicular to the link from the current absolute position of the vehicle, and the position is reset (calibrated) at time intervals proportional to the vehicle speed with respect to nodes before and after MM.
  • MM is performed by pulling in the intersection at the absolute position, and the position is reset (calibrated) to the intersection or nodes before and after the MM at time intervals proportional to the vehicle speed.
  • MM includes curve pulling and pattern matching. However, it is valid only for on-loading and there is no data for off-loading. For this reason, the error in the cumulative travel vector (X n , Y n , Z n ) [m] is always minimized as much as possible because the on-road and off-road are mistaken and the self-contained navigation processing cannot be performed. It is necessary to limit it.
  • the output azimuth (absolute azimuth) ⁇ s n [equal angle] based on the output value of the angular velocity sensor 2 described later is set at a time interval proportional to the vehicle speed. Reset (calibrate) the direction to the MM road direction data of the data.
  • the angular velocity sensor speed Vs n [km / h] calculated using the output value of the angular velocity sensor 2 on the assumption that the vehicle running state, which will be described later (see step S015 in FIG. 5), is a constant angular acceleration rotational motion.
  • the vehicle running state is assumed to be a constant acceleration linear motion, and in order to obtain vehicle speed information during the GPS non-positioning state duration, the vehicle running state, etc. Assuming an angular acceleration rotational motion, the output value of the velocity detection coil unit 1 and the output value of the angular velocity sensor 2 are processed.
  • the horizontal (x) direction VGPSx n [km / h] of the GPS speed VGPS n [km / h] at the current sampling time nT calculated every sampling cycle T (for example, 100 ms) and Based on the vertical (y) direction VGPSy n [km / h], the road surface inclination angle ⁇ G n [rad.] At the current sampling time nT is calculated based on FIG.
  • the speed information is obtained from the horizontal (x) direction velocity data VGPSx [km / h] and the vertical (y) direction based on the change in frequency due to the Doppler effect of the navigation radio waves received from a plurality of GPS satellites by the GPS receiver 3.
  • Speed data VGPSy [km / h] is calculated.
  • the velocity data in the horizontal (x) direction and the vertical (y) direction acquired at every sampling period T is stored as the latest data in the ring buffers 101 and 102, respectively, and several tens of samplings are stored. adding the min data result of the averaging process horizontal in FIG. 15 (a) (x) direction of the velocity data VGPSx n [km / h] and the vertical (y) direction of the velocity data VGPSy n [km / h].
  • the operation of the ring buffers 101 and 102 will be described in detail later.
  • a horizontal GPS velocity VGPS n [km / h / 100ms ] Current acquired every sampling period T interval during the sampling time nT (x) direction VGPSx n [km / h / 100ms ] sampling
  • the latest data is stored in several tens of ring buffers 101, the data is shifted by one data in the ring buffer 101 and the tenth data disappears from the ring buffer 101.
  • the horizontal (x) direction VGPSx n [km / h] of the GPS speed Vgps n [km / h] at the current sampling time nT which is the calculated, the GPS speed Vgps n to be described later in [km / h]
  • the road surface inclination angle ⁇ G n [rad.] Is calculated from the vertical (y) direction VGPSy n [km / h] and is stored as the latest data in the ring buffer 103 having a sampling number of 50 described later.
  • the inclination angle is ⁇ G n [rad.].
  • the update interval of GPS positioning data is an interval of 1 second, and this is the same even when non-positioning.
  • the road surface inclination angle ⁇ G n [rad.] Calculated at the current sampling time nT is stored as the latest data in the ring buffer 103 with 50 samplings for each sampling period T interval. Then, the data is shifted by one data in the ring buffer 103 and the 50th data disappears from the ring buffer 103.
  • Step S015 Next, with respect to the road surface inclination angle ⁇ G n [rad.] At the current sampling time nT, an average value of all fifty sampling numbers in the ring buffer 103 is calculated, and this is calculated as the average road surface inclination angle ⁇ GAVG n [rad.]. And (H) Processing of Step S015 Next, the speed reset (calibration) processing according to Step S015 will be specifically described with reference to FIG. FIG. 16 is a diagram for explaining the speed reset (calibration) process.
  • the integration error and cumulative error of the calculated vehicle speed V n [km / h] and cumulative travel distance D n [m] are calculated.
  • the speed reset (calibration) process is performed to prevent occurrence and to perform a calculation error absorption process based on the assumption that the running state of the vehicle is a constant acceleration linear motion.
  • Correction condition I Among GPS positioning data of 4 packets at the current sampling time nT from the GPS positioning data at the sampling time (n-3) T during the GPS positioning continuation period, positioning information, accuracy information, GPS direction data Correction conditions are determined based on data such as information, vehicle travel information, and GPS speed data information.
  • GPS positioning data can be used. That is, the usable flag in the GPS positioning data is cleared to zero.
  • B Normal positioning. That is, the positioning method flag in the GPS positioning data is cleared to zero.
  • C Normal state. That is, the GPS memory backup status flag is cleared to zero.
  • D Two-dimensional or three-dimensional positioning state. That is, positioning is not possible or positioning error is not large.
  • the number of captured satellites is 6 or more.
  • the error major axis radius LAXIS, error minor axis radius SAXIS, and error major axis slope ANGL of the positioning error information are small.
  • the vehicle is traveling forward. That is, the polarity of the speed detection coil section speed is positive.
  • the difference between four consecutive GPS orientation data is 0.9 [deg] or less.
  • the angular velocity calculated using the output value of the angular velocity sensor 2 ⁇ 2.0 [deg / s] (that is, during straight traveling).
  • At least 4.0 seconds have passed since the turn or turn.
  • PDOP horizontal and vertical accuracy
  • Correction condition II reliability information, MM road among MM road shape data of 4 packets at sampling time nT from MM road shape data at sampling time (n-3) T during GPS non-positioning duration Correction conditions are determined based on data such as information status, MM road direction data information, and vehicle travel information.
  • the reliability index that is consecutive four times is 8000H or more.
  • the vehicle is traveling forward. That is, the polarity of the speed detection coil section speed is positive.
  • C Based on the MM road information status, the vehicle is in a forward (for example, 10.0 [m]) straight road state.
  • V 0 Sp n ⁇ Vref + (1 ⁇ Sp n ) ⁇ V n ⁇ 1 (20)
  • Sp n is the variable speed update coefficient, as shown in FIG. 16, is calculated by the following equation (21) and (22).
  • Step S016 the position reset (calibration) processing according to Step S016 will be specifically described below.
  • the absolute position of the vehicle (latitude LatCoil n-1 , longitude LonCoil n-1 , altitude AltCoil immediately before the GPS switches from the non-positioning state to the positioning state is surely only once.
  • n-1 is limited to other absolute position detection devices (such as highly reliable GPS absolute position information data) that are not electrically connected except for power supply to the vehicle on which the navigation device S is mounted.
  • the position is reset (calibrated) to the point indicated by the absolute position information data (latitude LatGPS n , longitude LonGPS n , and altitude AltGPS n ) detected by.
  • Correction condition I Among the latest (first) GPS positioning data at the sampling time nT immediately after the GPS is switched from the non-positioning state to the positioning state, positioning information, accuracy information, vehicle travel information, GPS speed data information, etc. The correction conditions are determined based on the data.
  • GPS positioning data can be used. That is, the usable flag in the GPS positioning data is cleared to zero.
  • B Normal positioning. That is, the positioning method flag in the GPS positioning data is cleared to zero.
  • C Normal state. That is, the GPS memory backup status flag in the GPS positioning data is cleared to zero.
  • D Two-dimensional or three-dimensional positioning state. That is, positioning is not possible or positioning error is not large.
  • the number of captured satellites is 6 or more.
  • the error major axis radius LAXIS, error minor axis radius SAXIS, and error major axis slope ANGL of the positioning error information are small.
  • the vehicle is traveling forward. That is, the polarity of the speed detection coil section speed is positive.
  • the angular velocity calculated using the output value of the angular velocity sensor 2 ⁇ 2.0 [deg / s] (during straight running).
  • I At least 4.0 seconds have passed since the turn or turn.
  • PDOP horizontal and vertical accuracy
  • PDOP HDOP and VDOP synthesis accuracy degradation coefficient
  • K 45.0 [km / h] ⁇ GPS speed data.
  • Correction condition II The case where the GPS has once returned from the non-positioning state to the positioning state.
  • Correction condition III reliability information, MM road among MM road shape data of 4 packets at sampling time nT from MM road shape data at sampling time (n-3) T during GPS non-positioning duration Correction conditions are determined based on data such as information status, MM road direction data information, and vehicle travel information.
  • A The reliability index that is consecutive four times is 8000H or more.
  • the GPS position reset flag is set to “1” at the sampling time (n ⁇ 1) T immediately before the GPS is switched from the non-positioning state to the positioning state.
  • the vehicle speed V n-1 [km / h] up to the previous time is set in advance using Vref [km / h] as the vehicle speed V n [km / h] detected by The initial speed V 0 [km / h] of the vehicle is calculated by appropriately calibrating (resetting) the time interval (GPS speed reset timer).
  • the node (or shape point) having the coordinates of the MM road shape data and the intersection which is the node are the same as the above equations (24) and (25).
  • the position is reset (calibrated) at a time interval proportional to the vehicle speed by the following equations (35) and (36).
  • V n Vref
  • the time proportional to the vehicle speed calculated by the above equations (35) and (36) is always set in the MM position reset timer during the GPS positioning period (see step S111 in FIG. 6).
  • the MM position reset timer at the time of position reset (calibration) at the intersection or nodes before and after MM.
  • the travel distance D n ⁇ 1 [m] accumulated per unit time based on the output value of the speed detection coil unit 1 at the sampling time (n ⁇ 1) T and the output of the angular velocity sensor 2 The output azimuth (absolute azimuth) ⁇ s n ⁇ 1 [equal angle] accumulated per unit time according to the value and the vehicle road surface inclination angle ⁇ G n-1 [deg] calculated using the GPS speed data are calculated.
  • the change amount ⁇ s n [equal angle] of the relative azimuth of the vehicle per unit time according to the output value of the angular velocity sensor 2 is changed to the output azimuth (absolute direction) ⁇ s n ⁇ 1 [equal angle] up to the previous sampling period T. It is also necessary to eliminate accumulated errors when accumulating at intervals and A / D conversion errors (linearity error, remainder carry-over averaging processing error).
  • the azimuth reset (calibration) processing of the embodiment other absolute azimuth detecting devices such as highly reliable GPS absolute azimuth information data (other than power supply to the vehicle on which the navigation device S is mounted) Using the absolute azimuth information data of the vehicle detected by the output of the angular velocity sensor 2 to the previous output azimuth (absolute azimuth) ⁇ s n ⁇ 1 [ The azimuth angle] is azimuth reset (calibrated) at a preset time interval to calculate the vehicle output azimuth (absolute azimuth) ⁇ s 0 [equal angle].
  • GPS absolute azimuth information data other than power supply to the vehicle on which the navigation device S is mounted
  • Correction condition I Among GPS positioning data of 4 packets at the current sampling time nT from the GPS positioning data at the sampling time (n-3) T during the GPS positioning continuation period, positioning information, accuracy information, GPS direction data Correction conditions are determined based on data such as information and vehicle travel information.
  • GPS positioning data can be used. That is, the usable flag in the GPS positioning data is cleared to zero.
  • B Normal positioning. That is, the positioning method flag in the GPS positioning data is cleared to zero.
  • C Normal state. That is, the GPS memory backup status flag in the GPS positioning data is cleared to zero.
  • D Two-dimensional or three-dimensional positioning state. That is, positioning is not possible or positioning error is not large.
  • the number of captured satellites is 6 or more.
  • the error major axis radius LAXIS, error minor axis radius SAXIS, and error major axis slope ANGL of the positioning error information are small.
  • the vehicle is traveling forward. That is, the polarity of the speed detection coil section speed is positive.
  • the difference between four consecutive GPS orientation data is 0.9 [deg] or less.
  • the angular velocity calculated using the output value of the angular velocity sensor 2 ⁇ 2.0 [deg / s] (during straight running).
  • At least 4.0 seconds have passed since the turn or turn.
  • (K) The first reliability timer (3 minutes), the second reliability timer (2 minutes), and the third reliability timer (1 minute) of the angular velocity sensor direction reset (calibration) based on the GPS direction data are all zero.
  • Correction conditions are determined based on data such as reliability information, MM road information status, accuracy information, MM road direction data information, and vehicle travel information.
  • the reliability index continuously four times is A000H or more.
  • the vehicle is traveling forward. That is, the polarity of the speed detection coil section speed is positive.
  • C Based on the MM road information status, the vehicle is in a forward (for example, 10.0 [m]) straight road state.
  • the reliability index that is consecutive four times is 8000H or more.
  • B The vehicle is traveling forward. That is, the polarity of the speed detection coil section speed is positive.
  • C Based on the MM road information status, the vehicle is in a forward (for example, 10.0 [m]) straight road state.
  • D Based on the MM road information status, the vehicle has traveled straight for 5.0 seconds or 10.0 seconds.
  • E The difference between four consecutive MM road direction data is 1.1 [deg] or less.
  • F Based on the MM road information status, there should be no nearby intersection ahead of 3.0 [m].
  • G The angular velocity calculated using the output value of the angular velocity sensor 2 ⁇ 3.0 [deg / s] (during straight running).
  • the GPS positioning data of 4 packets at the current sampling time nT from the GPS positioning data at the sampling time (n-3) T during the GPS positioning continuation period are all included in the correction condition I. If they match, the time proportional to the vehicle speed calculated by the above equations (35) and (36) is set in the GPS azimuth reset timer at the time of azimuth reset (calibration) using GPS azimuth data, and the vehicle up to the previous time is set.
  • An azimuth reset (calibration) of the output azimuth (absolute azimuth) ⁇ s n ⁇ 1 [equal angle] is performed (see steps S112 to S114 in FIG. 6).
  • the GPS positioning data of 4 packets at the sampling time nT from the GPS positioning data at the sampling time (n-3) T during the GPS positioning continuation period all match the correction condition I.
  • the vehicle speed calculated by the above expressions (35) and (36) is used.
  • the proportional time is set in the GPS azimuth reset timer at the time of azimuth reset (calibration) using MM road azimuth data as an alternative to GPS azimuth data, and the vehicle's previous output azimuth (absolute azimuth) ⁇ s n-1 [equal angle] Is reset (calibration) (see steps S112 to S114 in FIG. 6).
  • the MM road shape data of 4 packets at the current sampling time nT is corrected from the MM road shape data at the sampling time (n-3) T during the GPS non-positioning duration. If all of the conditions III match, the time proportional to the vehicle speed calculated by the above equations (35) and (36) is set in the MM azimuth reset timer at the time of azimuth reset (calibration) using the MM road azimuth data.
  • the azimuth reset (calibration) of the vehicle output azimuth (absolute azimuth) ⁇ s n ⁇ 1 [equal angle] is performed (see step S110 in FIG. 6 and steps S122 to S124 in FIG. 7).
  • (L) Calculation process of each standard deviation Finally, the calculation process of each standard deviation ⁇ , s, ⁇ , and ⁇ used in the vehicle position detection process according to the above embodiment will be described.
  • the angular velocity sensor 2 at the current sampling time nT calculated every sampling period T interval is used.
  • the average value gy ′ n [LSB] of the A / D conversion data of the output value is stored as the latest data, the first to sixteenth sixteen samples A data average value gy ′ is calculated.
  • the speed detection coil at the current sampling time nT calculated every sampling period T interval Among the fifty sampling numbers in the ring buffer 400 in which the average value e ′ n [LSB] of the A / D conversion data of the output value of the section 1 is stored as the latest data, the first to the sixteenth Sixteen data average values e ′ are calculated.
  • T 100 ms
  • the average value e ′ n [LSB] of the A / D conversion data of the output value of the speed detection coil unit 1 at the current sampling time nT calculated is stored as the latest data, the data is shifted one by one in the ring buffer 400. The 50th data is lost. Further, the induced electromotive force E n [V] at the current sampling time nT is calculated by the above equation (2) of the processing content of step S004 described above.
  • step S008 described above at the current sampling time nT based on the first to sixteenth data out of fifty samples in the ring buffer 400.
  • the standard deviations ⁇ and ⁇ are calculated based on the output value of the speed detection coil unit 1 according to the processing content of S009.
  • detection speed Vc n of the vehicle at the current sampling time nT [km / h / 100ms] is a latest data
  • the data is shifted one by one in the ring buffer 401 and the twentieth data is lost.
  • the vehicle detection speed Vc n [km / h] at the current sampling time nT is calculated, and the sampling number is five.
  • the latest data is output to the ten ring buffers 402.
  • the sampling time (n-10) T one second before the tenth current time from the vehicle detection speed Vc n [km / h] at the first current sampling time nT in the ring buffer 402. Subtract the vehicle detection speed Vc n-10 [km / h] at the time.
  • the actual acceleration A n [m / s 2 ] of the vehicle which is the amount of change in the detected vehicle speed Vc n [km / h] at the current sampling time nT, is calculated, and the ring buffer with the sampling number of fifty The latest data is stored in 403.
  • T sampling period
  • the average value of all the sampling numbers in the ring buffer 403 is calculated, and this is calculated as the average actual acceleration A AVG n [m / s 2 ] and Its absolute value
  • T sampling period
  • the angular velocity at the current sampling time nT calculated by the A / D conversion processing and averaging processing of the output value of the angular velocity sensor 2 shown in FIG.
  • the average value gy ′ n [LSB] of the A / D conversion data of the output value of the sensor 2 is stored as the latest data in hundreds of sampling ring buffers 301, the data is shifted one by one in the ring buffer 301. The 100th data disappears from the ring buffer 301.
  • the average value gy in the ring buffer 301 is set.
  • the vehicle angular velocity ⁇ n is calculated by subtracting the offset value gy 0 from n and further multiplying by a predetermined gain value G n ⁇ 1 and a gain correction coefficient Gk n ⁇ 1 .
  • the angular velocity sensor angular velocity ⁇ n [deg / 100 ms] calculated by the above-described equation (e) is stored as the latest data in the ring buffer 302 with twenty samplings.
  • the data is shifted one by one in the ring buffer 302 and the twentieth data disappears from the ring buffer 302.
  • the angular velocity sensor angular velocity ⁇ n [deg / s] at the current sampling time nT is calculated, and the ring buffer 303 having the sampling number of fifty. Is stored as the latest data.
  • the angular velocity sensor angular velocity ⁇ n ⁇ at the sampling time (n ⁇ 10) T one second before the present time. 10 [deg / s] is calculated.
  • the angular velocity sensor angular velocity ⁇ n [at the current sampling time nT calculated from the angular velocity sensor angular velocity ⁇ [deg / 100ms] stored in the ring buffer 302 at every sampling period T. deg / s] is stored as the latest data in the ring buffer 303 with the sampling number of fifty, the data is shifted one by one in the ring buffer 303 and the fifty-fifth data disappears from the ring buffer 303.
  • the average value of all the sampling numbers in the ring buffer 303 is calculated, and this is calculated as the average angular velocity sensor angular velocity ⁇ AVG n [deg / s] and its absolute value
  • the angular velocity sensor angular velocity ⁇ n ⁇ 10 [deg / s] is subtracted.
  • the angular velocity sensor angular acceleration ⁇ n [deg / s 2 ], which is the amount of change in the angular velocity sensor angular velocity ⁇ n [deg / s] at the current sampling time nT, is calculated, and the ring buffer 304 with the sampling number of fifty. Is stored as the latest data.
  • the ring buffer 304 when the angular velocity sensor angular acceleration ⁇ n [deg / s 2 ] is stored as the latest data in the ring buffer 304 at every sampling period T, one data is stored in the ring buffer 304. The 50th data is lost from the ring buffer 304 after being shifted.
  • the vertical relationship between the induced electromotive force E n [V] generated by geomagnetism and the total magnetic force H n [A / m] of the geomagnetism at the current position Since the vehicle speed is calculated and guided based on the component force Ho n ⁇ tan ( ⁇ n ) [A / m] and the vehicle inclination angle ⁇ G n [deg], a so-called non-contact type navigation device is provided. In S, it is possible to improve the speed accuracy in guiding the vehicle and to perform accurate guidance.
  • the non-contact type navigation apparatus S can further improve the speed accuracy of guidance for the vehicle and perform accurate guidance. it can.
  • the dip angle ⁇ n [deg] is calculated with reference to the dip angle information in the geomagnetic data of the Geographical Survey Institute for each preset position, the dip angle can be calculated accurately and easily.
  • the calculated inclination angle .theta.G n [deg] with navigation information from a navigation satellite can be calculated more accurately tilt angle .theta.G n [deg] in a wide range of the earth.
  • the speed calculation processing or the like at the time of stop determination of the vehicle is initialized, minutely occurring after change or stop the determination of the induced electromotive force E n when the stop determination [V] induced electromotive force E n [V]
  • the vehicle speed and the accumulated travel distance due to the vehicle are suppressed, the accumulated error caused by the integration over time is eliminated (reset), and the vehicle position stop is accurately determined.
  • the accumulated error caused by the integration (speed and distance) over time is initialized and the vehicle position is more accurately detected. Can be detected.
  • the induced electromotive force stop condition as E n [V] by constantly monitoring a condition for stopping the stop condition and navigation radio wave as the speed, the navigation apparatus S of the non-contact type, accurately stop determination of the vehicle It can be carried out.
  • start-up conditions as the induced electromotive force E n [V]
  • V the induced electromotive force
  • the vertical component force of the total magnetic force H n [A / m] of the geomagnetism is possible. Even near the poles where Ho n ⁇ tan ( ⁇ n ) [A / m] is strong, or near the equator where the horizontal component Ho n [A / m] is strong among the total magnetic force H n [A / m] of the geomagnetism. In other words, in all the regions on the earth, it is possible to detect the speed with extremely high accuracy using the total magnetic force H n [A / m] of the geomagnetism.
  • programs corresponding to the flowcharts shown in FIGS. 5 to 8, 10, 12, and 13 are recorded in an information recording medium such as a flexible disk or a hard disk, or acquired via the Internet or the like. It is also possible to use the computer as the CPU 8 according to the embodiment by recording it, reading it out by a general-purpose computer, and executing it.

Abstract

La présente invention concerne un dispositif de navigation sans contact qui obtient une précision améliorée dans la détection des emplacements de véhicule. Un dispositif de navigation permettant de guider le déplacement d'un véhicule, tout en recevant une source d'alimentation uniquement à partir du véhicule, comprend une section bobine de détection de vitesse (1) pour générer une force électromotrice induite En[V] exercée par une force à composante verticale d'une force géomagnétique totale à l'emplacement actuel du véhicule; un disque dur (DK2) pour stocker les données du Geographical Survey Institute pour un calcul de la force à composante verticale; et un processeur CPU (8) pour calculer la force à composante verticale Hon・tan(δn)[A/m] à l'aide des données du Geographical Survey Institute, tout en détectant l'angle d'inclinaison θGn[degrés] du véhicule sur la base des données de positionnement GPS. En outre, le CPU (8) calcule la vitesse du véhicule sur la base de la force électromotrice induite En[V], de la force à composante verticale Hon・tan(δn)[A/m] et de l'angle d'inclinaison θGn[degrés] et exécute le guidage du véhicule à l'aide de la vitesse calculée.
PCT/JP2008/052037 2008-02-07 2008-02-07 Dispositif de navigation et procédé de navigation, et programme pour la navigation WO2009098768A1 (fr)

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JP2009552356A JP4607231B2 (ja) 2008-02-07 2008-02-07 ナビゲーション装置及びナビゲーション方法、並びにナビゲーション用プログラム
PCT/JP2008/052037 WO2009098768A1 (fr) 2008-02-07 2008-02-07 Dispositif de navigation et procédé de navigation, et programme pour la navigation

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