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WO2016185659A1 - Appareil et procédé de détection de position de corps mobile - Google Patents

Appareil et procédé de détection de position de corps mobile Download PDF

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Publication number
WO2016185659A1
WO2016185659A1 PCT/JP2016/001969 JP2016001969W WO2016185659A1 WO 2016185659 A1 WO2016185659 A1 WO 2016185659A1 JP 2016001969 W JP2016001969 W JP 2016001969W WO 2016185659 A1 WO2016185659 A1 WO 2016185659A1
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WO
WIPO (PCT)
Prior art keywords
current position
positioning
moving body
vehicle
positioning result
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2016/001969
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English (en)
Japanese (ja)
Inventor
健 式町
潔 鶴見
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2016014211A external-priority patent/JP6421764B2/ja
Application filed by Denso Corp filed Critical Denso Corp
Priority to US15/569,856 priority Critical patent/US20180120115A1/en
Priority to DE112016002192.5T priority patent/DE112016002192T5/de
Publication of WO2016185659A1 publication Critical patent/WO2016185659A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • G01C21/30—Map- or contour-matching
    • G—PHYSICS
    • G09—EDUCATION; CRYPTOGRAPHY; DISPLAY; ADVERTISING; SEALS
    • G09B—EDUCATIONAL OR DEMONSTRATION APPLIANCES; APPLIANCES FOR TEACHING, OR COMMUNICATING WITH, THE BLIND, DEAF OR MUTE; MODELS; PLANETARIA; GLOBES; MAPS; DIAGRAMS
    • G09B29/00—Maps; Plans; Charts; Diagrams, e.g. route diagram
    • G09B29/10—Map spot or coordinate position indicators; Map reading aids

Definitions

  • the present disclosure is applied to a moving body including an azimuth sensor that detects a traveling direction, a distance sensor that detects a moving distance, and a receiving device that receives a positioning signal from a positioning satellite, and detects the current position of the moving body. It relates to a device (Apparatus) and a method (Method).
  • Today's moving bodies such as vehicles are equipped with an orientation sensor such as a gyro sensor and a distance sensor that detects the moving distance of the vehicle such as a vehicle speed sensor. Therefore, for example, if the position and direction at which the vehicle is stopped are stored, information on the traveling direction of the vehicle obtained from the direction sensor and information on the moving distance of the vehicle obtained from the distance sensor are accumulated. Thus, the current position of the host vehicle can be detected autonomously.
  • a method for detecting the current position of the host vehicle in this way is called dead reckoning navigation.
  • map matching corrects misalignment due to error accumulation by comparing information on the travel route of the vehicle obtained by dead reckoning with the road shape obtained from the map information.
  • This disclosure is intended to provide a technique that makes it possible to further utilize the detection result of the current position for driving support.
  • a moving body position detection device and a moving body position detection method include a current position obtained based on a result of accumulating a traveling direction and a moving distance of a moving body, a moving locus of the moving body, and a road. Reliability information is given to the corrected current position by comparing the current position (corrected current position) corrected by checking the shape.
  • the mobile object position detection device and the mobile object position detection method according to the second aspect of the present disclosure are based on the current position obtained based on the result of accumulating the traveling direction and the movement distance of the mobile object, and the positioning signal. By comparing the obtained positioning result, reliability information is given to the current position.
  • FIG. 1 shows a rough configuration of a vehicle 1 on which the moving body position detection device 100 according to the first embodiment is mounted.
  • the vehicle 1 is also referred to as a host vehicle.
  • the vehicle 1 in addition to the moving body position detecting device 100, the vehicle 1 is equipped with an orientation sensor 10, a distance sensor 12, a receiving device 16, a display device 14, an external storage device 20, and the like. Yes.
  • the azimuth sensor 10 is a sensor used for detecting the traveling direction of the vehicle 1, and a geomagnetic sensor, a gyro sensor, or the like can be used.
  • the distance sensor 12 is a sensor used for detecting the moving distance of the vehicle 1. In this embodiment, a vehicle speed sensor that generates a certain number of pulses as the tire rotates is used as the distance sensor 12.
  • the receiving device 16 can determine the current position of the vehicle 1 by receiving positioning signals from a plurality of positioning satellites 50.
  • a GNSS satellite such as a GPS satellite is known.
  • latitude and longitude information can be acquired.
  • altitude (height position) information can also be acquired.
  • Information is used not only as countable nouns but also as countable nouns.
  • the plurality of information is equivalent to the plurality of information items.
  • the display device 14 is used to display the current position of the vehicle 1, and various display devices such as a liquid crystal display device can be used.
  • the external storage device 20 stores map information including road shapes. Since the map information including the road shape is stored in the so-called navigation device, the navigation device can be used as the external storage device 20.
  • FIG. 2 shows an internal configuration of the moving body position detection apparatus 100 according to the first embodiment.
  • the moving body position detection apparatus 100 of the first embodiment includes a traveling direction detection unit 101, a movement distance detection unit 102, a sensor characteristic correction unit 103, a positioning result acquisition unit 104, and a current position detection unit. 105, a movement locus generation unit 106, a corrected current position acquisition unit 107, a road shape reading unit 108, and a reliability providing unit 109.
  • these “parts” are abstractly classified for convenience in the interior of the mobile body position detection device 100, focusing on the functions provided for the mobile body position detection device 100 to detect the current position of the vehicle 1. It is a concept.
  • the moving body position detection apparatus 100 is physically divided into these “parts”.
  • These “units” can be realized as a computer program executed by the CPU, can be realized as an electronic circuit including an LSI or a memory, or can be realized by combining them.
  • the detection unit can also be referred to as a detection module, a detection device, or a detector (detector).
  • the traveling direction detection unit 101 receives the output from the direction sensor 10 and detects the traveling direction of the vehicle 1.
  • the direction sensor 10 is a type of sensor that outputs the direction itself like a geomagnetic sensor
  • the direction of the vehicle 1 is detected using the output of the direction sensor 10.
  • the direction of the vehicle 1 is detected by accumulating the direction change from the initial direction.
  • the initial azimuth the azimuth of the vehicle 1 can be stored when the power of the moving body position detecting apparatus 100 is turned off, and the azimuth can be read and used.
  • the traveling direction of the vehicle 1 can be detected from the positioning result using the positioning signal from the positioning satellite 50 and used as the initial direction.
  • the moving distance detection unit 102 receives the output from the distance sensor 12 and detects the moving distance of the vehicle 1. Since the traveling direction of the vehicle 1 is detected by the traveling direction detection unit 101, if the moving distance is known, it can be determined how much the vehicle 1 has moved in which direction. Further, the traveling direction of the vehicle 1 changes every moment, but the traveling direction can be regarded as constant for a short time. Therefore, the current position detection unit 105 detects the current position of the vehicle 1 by acquiring the traveling direction and the moving distance of the vehicle 1 at predetermined short time intervals and accumulating them.
  • the current position detected by the current position detection unit 105 can be so-called latitude and longitude information, but in addition to these, the altitude (height position) and the direction indicating the traveling direction of the vehicle 1 (current (Direction) can also be used as information.
  • the positioning result acquisition unit 104 acquires a positioning result from the receiving device 16.
  • the receiving device 16 receives the positioning signals from the plurality of positioning satellites 50 to determine the current position of the vehicle 1. Therefore, the positioning result acquisition unit 104 acquires the positioning result from the receiving device 16.
  • the receiving device 16 may output a positioning signal to the positioning result acquisition unit 104, and the positioning result acquisition unit 104 may acquire the positioning result based on the positioning signal.
  • the sensor characteristic correction unit 103 Correct the sensor characteristics. This is the following process. First, errors are included in the outputs of the azimuth sensor 10 and the distance sensor 12. Therefore, these errors are accumulated in the current position of the vehicle 1 obtained by the current position detection unit 105. For example, if the output of the distance sensor 12 is slightly smaller, even if the error is a small value, it appears as a large error at a long distance. The same applies to the output of the direction sensor 10. That is, if errors are included in the output of the direction sensor 10, these errors are accumulated in the current position of the vehicle 1 obtained by the current position detection unit 105. In addition, when an azimuth indicating the traveling direction of the vehicle 1 is detected as the current position of the vehicle 1, a large error may appear in the detected azimuth.
  • the sensor characteristic correcting unit 103 accumulates the outputs of the direction sensor 10 and the distance sensor 12, and the vehicle 1 obtained from the current position of the vehicle 1 (output of the current position detecting unit 105) obtained from the positioning signal.
  • the positioning result (output of the positioning result acquisition unit 104) is compared.
  • the current position and positioning result of the vehicle 1 to be compared here can be information on longitude and latitude, but in addition to these, information on altitude (height position) and the traveling direction of the vehicle 1 are represented. It can be information including information on the direction (current direction). If they are greatly different, the sensor characteristics of the direction sensor 10 and the distance sensor 12 are corrected little by little.
  • the correction does not immediately eliminate the difference between the current position of the vehicle 1 obtained by accumulating the sensor output and the positioning result. This is because an error is included in the positioning result obtained from the positioning signal, so that erroneous correction of the sensor characteristics due to the influence of the error is avoided.
  • the movement trajectory generation unit 106 generates a movement trajectory of the vehicle 1 by accumulating the current position obtained by the current position detection unit 105, and stores the movement trajectory for a certain distance or a certain time. If the current position obtained by the current position detection unit 105 includes altitude information, a three-dimensional movement trajectory is stored.
  • the road shape reading unit 108 reads the road shape (and the position of the road) from the map information stored in the external storage device 20 and outputs it to the corrected current position acquisition unit 107.
  • the corrected current position acquisition unit 107 collates the movement locus of the vehicle 1 generated by the movement locus generation unit 106 with the road shape obtained from the correction current position acquisition unit 107, and performs so-called map matching, thereby The current position (corrected current position) of the vehicle 1 corrected in consideration of the shape is acquired.
  • the reason why the current position of the vehicle 1 obtained by correcting the sensor characteristics is further corrected in consideration of the road shape is as follows. First, the sensor characteristics are corrected based on the positioning result, but this positioning result also includes an error. Therefore, even if the sensor characteristics are corrected based on the positioning result, a certain amount of error remains in the current position obtained by the current position detection unit 105. Therefore, the error of the current position of the vehicle 1 is further reduced by correcting the road shape in consideration.
  • the reliability assigning unit 109 acquires the correction current position from the correction current position acquisition unit 107, further acquires the current position before correction from the current position detection unit 105, and compares the two. And based on the result, after giving the reliability information to the correction current position, the correction current position to which the reliability is given is output to the display device 14.
  • the target for outputting the corrected current position is not limited to the display device 14 and may be output to a control device (not shown) mounted on the vehicle 1.
  • the corrected current position displayed on the display device 14 as the current position of the vehicle 1 can be believed or should be kept to a reference level.
  • FIGS. 3 and 4 show a flowchart of the current position detection process executed by the mobile object position detection apparatus 100 according to the first embodiment.
  • the described flowchart includes a plurality of sections (or referred to as steps), and each section is expressed as S100, for example. Further, each section can be divided into a plurality of subsections, while a plurality of sections can be combined into one section.
  • Each section can be referred to as a device, a module, or a unique name, for example, a detection section can be referred to as a detection device, a detection module, or a detector.
  • the section includes (i) not only a section of software combined with a hardware unit (eg, a computer) but also (ii) a section of hardware (eg, an integrated circuit, a wiring logic circuit) and related devices. It can be realized with or without the function.
  • the hardware section can be included inside the microcomputer.
  • the initial position and initial direction of the vehicle 1 are acquired (S100).
  • the current position of the vehicle 1 and the direction (azimuth) of the vehicle 1 are stored in a memory (not shown) and stored when the operation is started.
  • the current position and orientation are read out and set as the initial position and initial direction, respectively.
  • the present invention is not limited to this, and the initial position and the initial direction of the vehicle 1 may be detected based on positioning results at a plurality of points.
  • the current position of the vehicle 1 can include altitude (height position) information.
  • the current position including the altitude at which the vehicle 1 exists and the direction (azimuth) of the vehicle 1 are stored.
  • working what is necessary is just to read the present position and direction containing an altitude, and to make it an initial position and an initial direction, respectively.
  • the traveling direction of the vehicle 1 is acquired based on the output of the direction sensor 10, and the moving distance of the vehicle 1 is acquired based on the output of the distance sensor 12 (S101).
  • the current position of the vehicle 1 is updated assuming that the vehicle has moved by the acquired distance in the acquired traveling direction (S102).
  • the movement locus of the vehicle 1 is generated by connecting the current position of the vehicle 1 obtained so far and the newly obtained current position (S103).
  • FIG. 5 shows how the movement position is generated by updating the current position of the vehicle 1 in this way.
  • the arrows shown in FIG. 5A represent the traveling direction and the moving distance of the vehicle 1 within a predetermined short time.
  • the current position of the vehicle 1 is updated one arrow at a time.
  • the movement locus shown by the solid line in FIG. 5B can be obtained by connecting the current positions updated in this way. It should be noted that the movement trajectory obtained in this way is sufficient if it is a fixed distance (for example, 5 km) or a fixed time (for example, 10 minutes), and the previous trajectory may be discarded. Further, the meanings of the star shown in FIG. 5A, the circle indicated by the broken line, and the black arrow will be described later.
  • the receiving device 16 performs positioning, and in S103, it is determined whether or not a positioning result has been obtained by the receiving device 16.
  • the positioning result is obtained (S104: YES)
  • the positioning result is acquired from the receiving device 16 (S105).
  • S106 by comparing the obtained positioning result with the current position of the vehicle 1 obtained in S102, it is determined whether or not the sensor characteristics of the direction sensor 10 or the distance sensor 12 need to be corrected (S106). This determination will be described with reference to FIG.
  • the current position of the vehicle 1 is updated for each arrow shown in FIG.
  • positioning results based on positioning signals are generally obtained at regular intervals.
  • the positioning result obtained by the positioning signal is represented by an asterisk.
  • each positioning result is numbered as g1, g2, g3, g4, g5, g6, g7, g8, g9 according to the order in which the positioning results are obtained.
  • the current position of the vehicle 1 when the positioning results are obtained can be considered. For example, immediately before the positioning result g1 is obtained, if the current position is updated as indicated by the black arrow a1 in FIG.
  • the current position of the vehicle 1 corresponding to the positioning result g1 is This is the position indicated by the tip of the black arrow a1.
  • the current position of the vehicle 1 corresponding to the positioning result g2 is the position indicated by the tip of the black arrow a2.
  • the timing at which the positioning result based on the positioning signal is obtained may be an intermediate timing at which the current position of the vehicle 1 is updated, or may be immediately before the current position of the vehicle 1 is updated.
  • the current position of the vehicle 1 at the timing when the positioning result is obtained may be estimated based on the current position of the vehicle 1 at the timing before and after the positioning result is obtained.
  • it may be as follows. First, the time difference between the timing at which the positioning result is obtained and the timing at which the current position of the vehicle 1 is updated immediately before and immediately after that is calculated. If there is a current position where the time difference is smaller than the threshold time, the current position is adopted as the current position of the vehicle 1 at the timing when the positioning result is obtained. On the other hand, when there is no current position where the time difference is smaller than the threshold time, the current position of the vehicle 1 at the timing when the positioning result is obtained is estimated from the current position of the vehicle 1 immediately before and immediately after. May be.
  • any of the positioning results g1 to g9 indicated by stars in FIG. 5A does not match the current position of the vehicle 1 indicated at the tip of the black arrows a1 to a9. .
  • the positioning signal includes an error
  • the positioning result also includes some error.
  • the magnitude of the positioning result error can be predicted based on the type of positioning signal used for positioning and the number of positioning signals that can be used for positioning. Even if the current position of the vehicle 1 does not match the positioning result, the current position of the vehicle 1 is deviated if it is within the range of a predicted error (hereinafter referred to as “prediction error”). It is not possible.
  • the range of the prediction error centered on the positioning result is represented by a broken-line circle. Although illustration is omitted, a similar prediction error range can be considered for the current direction indicating the traveling direction of the vehicle 1.
  • the current position of the vehicle 1 indicated at the tip of each of the black arrows a1 to a9 is within the prediction error range indicated by the broken line. It is considered that the current position is detected almost correctly. Therefore, even if the sensor characteristics of the azimuth sensor 10 and the distance sensor 12 are corrected, no significant improvement can be expected, and it can be determined that correction is not necessary.
  • the magnitude of the prediction error can be made smaller than the error included in each positioning result. Accordingly, whether or not the sensor characteristic needs to be corrected is determined by determining whether or not the current position acquired in S102 exists within the range of the prediction error obtained using the multiple positioning results in this way. May be.
  • the sensor characteristic is corrected by a predetermined amount in the direction in which the current position obtained in S102 approaches the positioning result acquired in S105 (S107). .
  • the sensor characteristics in S107 not only the sensor characteristics are corrected but also the current position obtained in S102 may be corrected by a predetermined amount so as to approach the positioning result obtained in S105. Good.
  • correction current position a road shape within a predetermined range including the current position of the vehicle 1 is read out from the map information stored in the external storage device 20 (S108). Then, the current position of the vehicle 1 corrected by matching the movement trajectory of the vehicle 1 generated in S103 with the read road shape and correcting the current position of the vehicle 1 to the current position considered to be more correct is performed. (Hereinafter referred to as “correction current position”) is generated (S109).
  • Fig. 6 shows an overview of map matching.
  • a characteristic road shape as illustrated in FIG. 6A exists in the road shape read from the map information.
  • This road shape is very similar in overall shape to the movement trajectory of the vehicle 1 illustrated in FIG.
  • the movement locus can be overlapped without protruding from the road.
  • the vehicle 1 can determine the current position of the vehicle 1 with high accuracy such that the vehicle 1 turns right at the intersection P shown in FIG. 6B and exists at a distance Lc. .
  • the vehicle 1 does not run on the center of the road.
  • the way of traveling at intersections and curves varies depending on the driver.
  • the vehicle 1 may travel on the shoulder portion of the road.
  • the movement locus of the vehicle 1 when it is applied to the road shape, it may be applied at a slightly shifted position or angle.
  • difference arises, inconsistency may arise in the movement locus
  • the vehicle 1 passes through a position greatly deviated toward the inside of the road at the first intersection at the left end in the figure.
  • map matching corrects the position of the vehicle 1 so as to be pulled into the road, as shown in FIG.
  • a corrected current position in which the current position is corrected is generated by performing map matching as described above on the current position of the vehicle 1 obtained in S102.
  • the outputs of the direction sensor 10 and the distance sensor 12 are within a normal range (S110 in FIG. 4). For example, if a problem such as the sensor itself is damaged or the wiring from the sensor is disconnected, the output from the sensor deviates from the normal range. It is determined whether or not. As a result, if it is determined that the sensor output is not within the normal range (S110: NO), some problem has occurred in the direction sensor 10 or the distance sensor 12, and the corrected current obtained based on the output of those sensors. The position is considered unreliable. Therefore, in this case (S110: NO), after the corrected current position is replaced with the positioning result obtained at that time (S111), the reliability to be given to the corrected current position is set to “low” (S115). .
  • the corrected current position obtained by map matching is predicted centered on the current position of the vehicle 1 obtained in S102. It is determined whether it is within the error range (S112).
  • the prediction error is an error generated in the positioning result due to an error included in the positioning signal.
  • the magnitude of the prediction error can be predicted based on the type of positioning signal, the number of positioning signals used for positioning, and the like. Further, instead of using an error included in each positioning result as a prediction error, an error reduced by averaging a plurality of positioning results can be used as a prediction error.
  • the prediction error is an error that occurs in the positioning result due to an error included in the positioning signal, it is natural to set the range of the prediction error around the position obtained by the positioning result. Nevertheless, in S112, a prediction error range is set around the current position of the vehicle 1 obtained in S102, and whether or not the corrected current position obtained by map matching exists within the prediction error range. Judging whether or not. This is due to the following reason.
  • the positioning result is not always obtained.
  • the current position of the vehicle 1 obtained by accumulating the outputs of the direction sensor 10 and the distance sensor 12 can always be obtained.
  • the sensor characteristics of the azimuth sensor 10 and the distance sensor 12 are based on the range of prediction errors of the positioning results obtained in S105 when the current position of the vehicle 1 obtained in S102 is obtained. It is corrected to be inside. Therefore, even if the positioning result cannot be obtained at a certain moment, it may be considered that the positioning result exists within the range of the prediction error around the current position of the vehicle 1 obtained in S102. Therefore, in S112, a prediction error range centered on the current position of the vehicle 1 obtained in S102 is set as a range in which the positioning result will be obtained.
  • the corrected current position is not within the range of the prediction error (S112: NO)
  • the map matching result is not supported by the positioning result based on the positioning signal.
  • the reliability to be set is set to “low” (S115).
  • the corrected current position is within the range of the prediction error (S112: YES)
  • the reliability to be given to the corrected current position is set to “low” (S115).
  • the sensor output is within the normal range (S110: YES)
  • the corrected current position is within the prediction error range (S112: YES).
  • the sensor characteristics are sufficiently learned (S113: YES). In such a case, it may be considered that the map matching result is supported by the positioning result based on the positioning signal. Therefore, the reliability assigned to the current correction position is set to “high” (S114).
  • FIG. 7 shows a state in which the position of the vehicle 1 obtained by map matching (that is, the corrected current position) is displayed on the screen of the display device 14.
  • the vehicle 1 and the movement trajectory indicated by a thick solid line in the figure represent the position of the vehicle 1 obtained by map matching (that is, the corrected current position generated in S109 in FIG. 3) and the movement trajectory.
  • the vehicle 1 and the movement trajectory indicated by the thin broken lines in the figure indicate the current position of the vehicle 1 obtained by accumulating the outputs of the direction sensor 10 and the distance sensor 12 (that is, the current position obtained in S102 of FIG. Position) and a movement locus (that is, the movement locus generated in S103).
  • the current position obtained in S102 is referred to as “current position by dead reckoning navigation”.
  • a circle indicated by a thin broken line in the figure represents a prediction error range centered on the current position by dead reckoning navigation.
  • the vehicle 1 when the vehicle 1 enters the parking lot at an angle, the vehicle 1 gradually moves away from the road. For this reason, the position of the vehicle 1 is drawn to the road side by map matching, and it is displayed as if the vehicle 1 is still traveling on the road even though it actually entered the parking lot. It can happen. However, even in such a case, if the current position (that is, the corrected current position) of the vehicle 1 obtained by the map matching is outside the prediction error range centered on the current position by dead reckoning navigation, the display device 14 The vehicle 1 displayed on the screen changes from a reliability “high” to a reliability “low” display mode. For this reason, the driver can recognize that he / she is not actually traveling on the road (thus deviating from the road).
  • the vehicle 1 has entered the parking lot with a clearly different direction of travel from when the vehicle 1 was traveling on the road. For this reason, the position of the vehicle 1 is not drawn to the road side by map matching, and as a result, on the screen of the display device 14, the vehicle 1 is traveling outside the road.
  • the current position of the vehicle 1 obtained by map matching (that is, the corrected current position) is within the prediction error range centered on the current position by dead reckoning navigation.
  • the display on the screen of the display device 14 remains at a high reliability level. Therefore, the driver can recognize that the vehicle 1 is actually traveling outside the road even if the position of the vehicle 1 on the screen is off the road.
  • FIG. 8 shows the internal configuration of the moving body position detecting apparatus 200 of the second embodiment.
  • the moving body position detection device 200 of the second embodiment includes a traveling direction detection unit 101, a movement distance detection unit 102, a sensor characteristic correction unit 103, a positioning result acquisition unit 104, and a current position detection unit. 105 and a reliability providing unit 209.
  • the traveling direction detection unit 101, the movement distance detection unit 102, the sensor characteristic correction unit 103, the positioning result acquisition unit 104, and the current position detection unit 105 are the same as those of the moving body position detection device 100 of the first embodiment described above. Therefore, the description is omitted here.
  • the reliability assigning unit 209 acquires the current position of the vehicle 1 from the current position detection unit 105, acquires the positioning result of the vehicle 1 from the positioning result acquisition unit 104, and compares the two. Then, depending on whether the current position of the vehicle 1 obtained by the current position detection unit 105 is supported by the positioning result acquired by the positioning result acquisition unit 104 within the error range, reliability information is displayed on the current position. After the assignment, the current position to which the reliability is assigned is output to the outside (for example, the display device 14). In this way, it is possible to determine whether the current position (or direction) displayed as the current position of the vehicle 1 on the display device 14 can be believed, or whether it should be kept to a reference level. The displayed current position of the vehicle 1 can be further utilized to drive.
  • FIGS. 9 and 10 show a flowchart of the current position detection process executed by the moving body position detection apparatus 200 of the second embodiment.
  • the initial position and the initial direction of the vehicle 1 are first acquired in the same manner as the current position detection process of the first embodiment described above (S200).
  • the traveling direction of the vehicle 1 is acquired based on the output of the direction sensor 10
  • the moving distance of the vehicle 1 is acquired based on the output of the distance sensor 12 (S201).
  • the current position of the vehicle 1 is updated assuming that the vehicle has moved by the acquired distance in the acquired traveling direction (S202).
  • the receiving device 16 performs positioning, and it is determined whether or not the positioning device 16 has obtained a positioning result.
  • the positioning result is obtained (S203: YES)
  • the positioning result is acquired from the receiving device 16 (S204), and it is determined whether or not the sensor characteristics of the direction sensor 10 or the distance sensor 12 need to be corrected. Judgment is made (S205). This determination is the same as that of the first embodiment described above with reference to FIG.
  • the deviation between the current position of the vehicle 1 obtained in S202 and the positioning result obtained in S204 is determined as positioning. It is determined whether or not the result is within a prediction error range (S209).
  • the prediction error is an error generated in the positioning result due to an error included in the positioning signal. Further, instead of using an error included in each positioning result as a prediction error, an error reduced by averaging a plurality of positioning results can be used as a prediction error.
  • the sensor characteristics are sufficiently learned (S210).
  • S210 the number of times the sensor characteristics have been corrected has reached a sufficient number of times, it is determined that learning of the sensor characteristics is sufficient (S210: YES), and if the number of times has not been reached, learning of the sensor characteristics is performed. Is not sufficient (S210: NO).
  • the sensor characteristics can also be learned. You may make it judge that it is enough.
  • the current position is corrected using the positioning result (S211), and then the reliability to be given to the current position is set to “low”. (S212).
  • the sensor output is within the normal range (S207: YES), and the current position is within the prediction error range (S209: YES).
  • learning of sensor characteristics is sufficiently advanced (S210: YES). In such a case, it can be considered that the current position obtained by accumulating the outputs of the direction sensor 10 and the distance sensor 12 (that is, the current position by dead reckoning navigation) is supported by the positioning result based on the positioning signal. . Therefore, in this case, the reliability assigned to the current position is set to “high” (S213).
  • FIG. 11 illustrates a state where the current position obtained by the current position detection process of the second embodiment described above is displayed on the screen of the display device 14.
  • the positioning result obtained from the positioning signal is represented by an asterisk.
  • each positioning result is numbered as g1, g2, g3, g4, g5, g6, g7, g8, g9 according to the order in which the positioning results are obtained.
  • a circle indicated by a broken line represents a prediction error range for each positioning result.
  • the current position of the vehicle 1 detected by dead reckoning navigation can be considered as in the first embodiment. In FIG. 11, these are represented by p1, p2, p3, p4, p5, p6, p7, p8, and p9.
  • the current positions p1, p2, and p3 corresponding to the positioning results g1, g2, and g3 are within the prediction error ranges of the positioning results g1, g2, and g3, respectively. Accordingly, since the current position obtained by dead reckoning is supported by the positioning result based on the positioning signal, it can be determined that the reliability of the current position is high.
  • the current position p4 based on dead reckoning navigation at the time when the positioning result g4 is obtained is outside the range of the prediction error of the positioning result g4, and the current position obtained by dead reckoning navigation is the positioning result based on the positioning signal. Therefore, it can be determined that the reliability of the current position is low. Therefore, when the positioning result g4 is obtained, the display of the current position p4 of the vehicle 1 is changed from the display mode with the reliability “high” to the display mode with the reliability “low”.
  • the current position is detected by dead reckoning navigation by accumulating the outputs of the direction sensor 10 and the distance sensor 12 from the corrected position m4. continue.
  • the current position p5 by dead reckoning navigation at the time when the positioning result g5 is obtained is within the range of the prediction error of the positioning result g5.
  • the display mode of the current position is returned from the reliability “low” to the display mode of reliability “high”. In this way, it can be determined whether the current position (or direction) of the vehicle 1 displayed on the screen of the display device 14 can be believed, or whether it should be kept at a reference level. In the example shown in FIG. 11, the position of the vehicle 1 between m4 and p5 should be kept at a reference level, but in other cases, it can be determined that the display on the screen can be trusted. In this way, the detection result of the current position of the vehicle 1 can be used more effectively.
  • the reliability given to the current correction position is either “high” or “low”. Further, in the second embodiment described above, the reliability given to the current position is described as being either “high” or “low”. However, the reliability to be given does not need to be in two stages of “high” or “low”, and the reliability may be given in multiple stages of three or more stages, and furthermore, the reliability changes continuously. A degree may be given.
  • FIG. 12 illustrates a method for assigning multi-level reliability.
  • the magnitude of the prediction error obtained for the positioning result g is ES.
  • the distance A from the positioning result g is larger than the distance ES, and the distance from the positioning result g as shown in FIG.
  • the reliability to be given to the corrected current position is determined depending on in which region the corrected current position of the vehicle 1 exists. That is, when the corrected current position exists in the area A1, the reliability is determined to be the smallest reliability 1, and when the corrected current position exists in the area A2, the reliability is higher than the reliability 1. A certain reliability 2 is determined. Further, when the current correction position exists in the area A3, the reliability 3 is determined to be greater than the reliability 2, and when the current correction position exists in the area A4, the reliability 4 greater than the reliability 3 is determined. To decide.
  • the reliability to be given to the corrected current position is determined depending on in which region the current position of the vehicle 1 exists. In this way, four levels of reliability can be set according to the deviation between the corrected current position (or current position) of the vehicle 1 and the positioning result. Of course, the number of stages of reliability is not limited to four, and a larger number of stages may be set.
  • continuously changing reliability may be given.
  • the magnitude of the prediction error obtained for the positioning result g is ES.
  • the reliability is given by a normal distribution having the distance ES as a standard deviation.
  • the reliability can be set so as to change continuously according to the distance.
  • the method of using the reliability given to the detection result of the current position of the vehicle 1 is changed by changing the display mode of the vehicle 1 on the screen of the display device 14.
  • the present invention is not limited to presenting to the driver, and may be utilized for control such as driving assistance. That is, with respect to the current position detection result to which high reliability is given, it is possible to apply the current position detection result to advanced driving assistance that could not be applied conventionally.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Theoretical Computer Science (AREA)
  • Mathematical Physics (AREA)
  • Business, Economics & Management (AREA)
  • Educational Administration (AREA)
  • Educational Technology (AREA)
  • Navigation (AREA)

Abstract

La présente invention concerne un appareil de détection de position de corps mobile selon lequel une position courante qui est obtenue sur la base d'un résultat d'accumulation de directions suivies et de distances parcourues par un corps mobile est comparée avec une position courante (position courante modifiée) à laquelle une modification a été apportée par collationnement du trajet parcouru par le corps mobile avec une forme de route, et des informations de fiabilité sont ajoutées à la position courante modifiée. Selon un autre mode de réalisation, une position courante qui est obtenue sur la base d'un résultat d'accumulation de directions suivies et de distances parcourues par un corps mobile est comparée avec un résultat de positionnement qui est obtenu sur la base d'un satellite de positionnement, et des informations de fiabilité sont ajoutées à la position courante.
PCT/JP2016/001969 2015-05-15 2016-04-11 Appareil et procédé de détection de position de corps mobile Ceased WO2016185659A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US15/569,856 US20180120115A1 (en) 2015-05-15 2016-04-11 Mobile-body position detecting apparatus and mobile-body position detecting method
DE112016002192.5T DE112016002192T5 (de) 2015-05-15 2016-04-11 Positionserfassungsvorrichtung für mobilen Körper und Positionserfassungsverfahren für mobilen Körper

Applications Claiming Priority (4)

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JP2015-100270 2015-05-15
JP2015100270 2015-05-15
JP2016-014211 2016-01-28
JP2016014211A JP6421764B2 (ja) 2015-05-15 2016-01-28 移動体位置検出装置、移動体位置検出方法

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CN111738047A (zh) * 2019-03-25 2020-10-02 本田技研工业株式会社 自身位置推测方法
EP3580524A4 (fr) * 2017-02-07 2021-03-24 Bayerische Motoren Werke Aktiengesellschaft Procédé, dispositif et système de localisation d'un objet mobile
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JPWO2023119430A1 (fr) * 2021-12-21 2023-06-29

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