JP7410779B2 - Vehicle position detection device - Google Patents

Description

The present invention relates to a vehicle position detection device that detects the position of a vehicle.

2. Description of the Related Art Techniques for detecting the position of a train based on an output signal from a speed generator (tachogenerator) attached to the axle of the train have been known. However, the position of the train detected based on the output signal of the speed generator includes errors due to wheels spinning, skidding, etc., and this error increases as the distance traveled by the train increases. Therefore, the position of the train detected based on the output signal of the speed generator is determined by the position of the train installed on the train facing the position correcting beacon installed at a predetermined position on the track. Generally, the installation position of the ground element is corrected when communication is established.

Japanese Patent Application Publication No. 2008-126721

The above conventional technology uses the output signal of the speed generator attached to the axle, in other words, the rotation speed information of the axle, so it is possible to continuously detect the position of the train, and it has been There is also a track record. However, a plurality of ground elements for position correction need to be installed at different positions on the orbit, which increases installation and maintenance costs. Therefore, there is a need for the development of a technology that can correct the detected train position based on the output signal of the speed generator without requiring ground-side equipment such as a beacon for position correction. Note that such a request is not limited to the case of detecting the position of a train, but is common to the case of detecting the position of a vehicle using axle rotation speed information.

Therefore, the present invention provides a vehicle position detection device that can detect the position of a vehicle based on axle rotation speed information and can correct the detected position of the vehicle without requiring ground-side equipment. The purpose is to

According to one aspect of the present invention, a vehicle position sensing device is provided. This vehicle position detection device includes a position detection unit that detects the position of the vehicle based on axle rotation speed information, a satellite positioning system signal and the vehicle speed-related information inputted every unit time, and uses an estimation/prediction filter. a position estimation unit that sequentially estimates the position of the vehicle and predicts the position of the vehicle after the unit time ; and a position estimation unit that successively compares the estimated position by the position estimation unit and the previous predicted position to determine whether position correction is possible. a propriety determination unit that determines, according to a determination result of the propriety determination unit, the detected position by the position detection unit is corrected using a correction position based on the estimated position by the position estimation unit. It is configured as follows.
According to another aspect of the present invention, a position detection unit detects the position of the vehicle based on the rotation speed information of the axle, and the satellite positioning system signal and the speed related information of the vehicle are inputted every unit time, and the estimation and A vehicle position detection device includes a position estimation unit that sequentially estimates the position of the vehicle using a prediction filter, and a position detected by the position detection unit is corrected based on a position estimated by the position estimation unit, The position estimation unit includes a plurality of receivers that receive satellite positioning system signals, and the position estimating unit estimates the position of the vehicle by inputting the satellite positioning system signal received by any of the plurality of receivers. If the position detected by the position detection unit remains uncorrected for a predetermined period of time or more, the position estimation unit estimates the position of the vehicle by inputting a satellite positioning system signal received by a receiver different from the previous one. .

According to the present invention, there is provided a vehicle position detection device that can detect the position of a vehicle based on axle rotation speed information and can correct the detected position of the vehicle without requiring ground-side equipment. can do.

1 is a diagram showing a schematic configuration of an example of a vehicle to which the present invention is applied. FIG. 1 is a block diagram showing a schematic configuration of a vehicle position detection device according to an embodiment. 3 is a flowchart illustrating an overview of detection position correction processing. It is a figure showing the occupied range of a vehicle on a track (driving path), (a) shows the occupied range of a vehicle when the detection position is not corrected, and (b) shows the occupied range of a vehicle when the detected position is corrected. It shows.

Embodiments of the present invention will be described below with reference to the accompanying drawings. In addition, below, the case where a vehicle is a railway vehicle (namely, a train) is demonstrated. However, the present invention is not limited thereto, and the vehicle may include various types of vehicles such as buses that travel on predetermined travel routes.

FIG. 1 shows a schematic configuration of an example of a railway vehicle (hereinafter simply referred to as "vehicle") V to which the present invention is applied. The vehicle V shown in FIG. 1 travels on a track T (ie, a predetermined travel path). The vehicle V is equipped with a vehicle position detection device 1, a vehicle control device 2, and an on-board radio device 3.

The on-board radio device 3 is connected to the vehicle position detection device 1 and the vehicle control device 2. The on-vehicle radio device 3 is capable of wireless communication with a ground radio device 51 installed on the ground. Although only one terrestrial radio device 51 is shown in FIG. 1, in reality, a plurality of terrestrial radio devices 51 are installed along the trajectory T at intervals. Each of the plurality of terrestrial radio devices 51 is directly or indirectly connected to a terrestrial device 52 that collectively manages all vehicles traveling within the jurisdiction to which it belongs.

Vehicle position detection device 1 detects the position of vehicle V on trajectory T. Specifically, the vehicle position detection device 1 detects the position of the vehicle V (corresponding to the distance from the starting point) with reference to a starting point (not shown) set on the trajectory T. In addition, the vehicle position detection device 1 sets a control position of the vehicle V used for vehicle control based on the detected position of the vehicle V, and also determines the occupied range (on-track position) of the vehicle V on the track T. is configured to calculate. In this embodiment, the control position of the vehicle V set by the vehicle position detection device 1 and/or the occupancy range of the vehicle V calculated by the vehicle position detection device 1 are output to the vehicle control device 2 and are output to the ground device. 52 by radio. Note that the configuration and the like of the vehicle position detection device 1 will be described later.

Vehicle control device 2 controls traveling of vehicle V. The vehicle control device 2 is not particularly limited as long as it controls the running of the vehicle V. For example, the vehicle control device 2 controls the speed of the vehicle V based on the control position of the vehicle V input from the vehicle position detection device 1 and the speed limit information wirelessly transmitted from the ground device 52. can be configured. Alternatively, the vehicle control device 2 determines the speed based on the control position of the vehicle V input from the vehicle position detection device 1 and the limit of movement authority (LMA) wirelessly transmitted from the ground device 52. It may be configured to create a check pattern and limit the speed of the vehicle V according to the created speed check pattern. In the latter case, the stop limit position is set by the ground device 52 based on the control position or occupied range of a preceding vehicle (not shown) traveling in front of the vehicle V.

Further, the vehicle V is provided with a speed generator 4, an acceleration sensor 5, and a GNSS receiver 6.

The speed generator 4 is a so-called tacho generator. The speed generator 4 is attached to a predetermined axle of the vehicle V, and transmits a signal corresponding to the rotational speed and number of rotations of the axle (hereinafter referred to as "axle rotation speed information") to the vehicle position detection device 1 and the vehicle control device 2. Output to. The axle rotation speed information is used to calculate the speed of the vehicle V, the distance traveled by the vehicle V, and the like. For example, the vehicle control device 2 calculates the speed of the vehicle V based on the axle rotation speed information, and performs brake control so that the calculated speed of the vehicle V does not exceed the speed limit. The vehicle V may be configured to perform brake control by comparing the speed of the vehicle V and the speed check pattern.

Acceleration sensor 5 detects the acceleration of vehicle V. The acceleration of the vehicle V detected by the acceleration sensor 5 is output to the vehicle position detection device 1.

The GNSS receiver 6 receives a positioning signal (hereinafter referred to as "GNSS signal") from a global navigation satellite system (GNSS). Although not particularly limited, in this embodiment, the GNSS receiver 6 is placed at the front of the vehicle V. The GNSS signal received by the GNSS receiver 6 is output to the vehicle position detection device 1.

FIG. 2 is a block diagram showing a schematic configuration of the vehicle position detection device 1. As shown in FIG. As shown in FIG. 2, in this embodiment, the vehicle position detection device 1 includes a position detection section 11, a position estimation section 12, a feasibility determination section 13, a control position setting section 14, and an occupancy range calculation section 15.

The position detection unit 11 detects the position of the vehicle V on the track T (here, the leading position of the vehicle V) based on the output of the speed generator 4 (axle rotation speed information). Specifically, the position detection unit 11 is configured to calculate the moving distance of the vehicle V based on the axle rotation speed information, and detect the leading position DPf of the vehicle V based on the calculated moving distance of the vehicle V. has been done. Further, the position detection unit 11 detects a position behind the detected leading position DPf of the vehicle V by the length (vehicle length) L of the vehicle V as the rear position DPr of the vehicle V.

When the position detection unit 11 receives a correction command including a correction position CP, which will be described later, from the availability determination unit 13, the position detection unit 11 corrects the detected current (time k) leading position DPf of the vehicle V to the correction position CP. It is composed of As a result, the rear position DPr of the vehicle V is also corrected. Further, the position detection unit 11 thereafter detects the vehicle V based on the corrected leading position DPf of the vehicle V (i.e., correction position CP) and the moving distance of the vehicle V calculated based on the axle rotation speed information. The head position DPf of V is detected.

Note that, hereinafter, the position of the vehicle V detected by the position detecting unit 11 (the leading position DPf and the trailing position DPr) will be referred to as the “detected position DP by the position detecting unit 11”. The detected position DP by the position detection section 11 is output to the control position setting section 14.

The position estimation unit 12 inputs the GNSS signal and the speed-related information of the vehicle V every unit time (unit: msec) and sequentially calculates the position of the vehicle V on the trajectory T (here, the leading position of the vehicle V). estimated to be In this embodiment, the position estimation unit 12 inputs the speed of the vehicle V calculated by the vehicle control device 2 and the acceleration of the vehicle V detected by the acceleration sensor 5 as the speed related information of the vehicle V. However, it is not limited to this. For example, instead of the speed of the vehicle V calculated by the vehicle control device 2, the position estimating unit 12 may input the speed of the vehicle V detected by a speed sensor provided in the vehicle V, or input the axle rotation speed. The speed of the vehicle V may be calculated by inputting information. Further, the position estimating unit 12 may calculate the acceleration of the vehicle V by performing differential processing on the speed of the vehicle V instead of using the acceleration of the vehicle V detected by the acceleration sensor 5. Furthermore, the position estimating unit 12 generates speed-related information of the vehicle V, which is information related to the speed of the vehicle V other than the speed of the vehicle V and the acceleration of the vehicle V, and which can be detected directly or indirectly by a sensor or the like. The position of the vehicle V may be estimated sequentially by inputting as follows.

The position estimating unit 12 first refers to information regarding the trajectory T (travel route related information) stored in a storage unit DB such as a database, and uses the latitude information and longitude information included in the GNSS signal to locate the starting point. Convert to a position on the reference trajectory T. In this embodiment, the converted position on the trajectory T corresponds to the leading position of the vehicle V. Hereinafter, this converted position on the trajectory T will be referred to as "the position of the vehicle V based on the GNSS signal." In addition, if the GNSS receiver 6 is not placed at the front of the vehicle V, the distance from the front of the vehicle V to the installation position of the GNSS receiver 6 is taken into consideration when performing the above conversion, if necessary. be done.

In the present embodiment, the position estimation unit 12 operates in a state space in which the position of the vehicle V based on the GNSS signal and the speed related information of the vehicle V (here, the speed of the vehicle V and the acceleration of the vehicle V) are observed values. The model is configured to apply a Kalman filter to the model to sequentially estimate the current position of the vehicle V and predict the position of the vehicle V after the unit time. However, it is not limited to this. The position estimation unit 12 may be configured to estimate the current position of the vehicle V and predict the position of the vehicle V after the unit time using various estimation/prediction filters. The current position of the vehicle V estimated by the position estimation unit 12 and the predicted position of the vehicle V after the unit time are output to the availability determination unit 13.

Here, the current (time k) position of the vehicle V estimated by the position estimation unit 12 refers to the current (time k) position of the vehicle V estimated based on the observed values up to the current (time k). That is, the position of the vehicle V after the unit time predicted by the position estimation unit 12 is the position of the vehicle V after the unit time (time k+1) predicted based on the observed values up to the current time (time k). It refers to the position of Note that in the following, the current (time k) position of the vehicle V estimated by the position estimating unit 12 is referred to as “estimated position P(k) (=P(k/k)) by the position estimating unit 12”. , the position of the vehicle V predicted by the position estimating unit 12 after the unit time is referred to as “predicted position P ⁻ (k+1) (=P(k+1/k)) by the position estimating unit 12”. Also, the current (time k) position of the vehicle V predicted by the position estimation unit 12 before the unit time (time k-1) based on the observed values up to the unit time before (time k-1). is referred to as “previously predicted position ^P− (k)(=P(k/k−1))” by the position estimation unit 12.

The feasibility determining unit 13 periodically or at any time determines whether or not the position can be corrected, specifically, whether it is possible to correct the detected position DP by the position detecting unit 11 based on the estimated position P(k) by the position estimating unit 12. Determine whether or not. This determination is performed by successively comparing the estimated position P(k) by the position estimation unit 12 and the previous predicted position P ^- (k).

Specifically, in the present embodiment, the feasibility determining unit 13 determines the estimated position by the position estimating unit 12 every time the estimated position P(k) and the predicted position P ⁻ (k+1)) by the position estimating unit 12 are input. The difference ΔP (=P(k) ^{−P−(k)) between P(k) and the previous predicted position P− (} k) is calculated and stored as data, and the standard deviation σ of the difference ΔP is calculated.

Then, the feasibility determining unit 13 determines that position correction is possible when the standard deviation σ of the calculated difference ΔP becomes equal to or less than the threshold TH. Here, the threshold value TH can be set as appropriate depending on the trajectory T and the like. Although not particularly limited, the threshold TH is set to a distance of 5 m or less, preferably 3 m or less, and more preferably 1 m or less.

When determining that position correction is possible, the feasibility determining unit 13 sets a correction position CP for correcting the detected position DP by the position detecting unit 11 based on the estimated position P(k) by the position estimating unit 12. , outputs a correction command including the set correction position CP to the position detection section 11. Thereby, in the position detection unit 11, the detected position DP by the position detection unit 11 is corrected using the correction position CP based on the estimated position P(k) by the position estimation unit 12. In other words, the detected position DP by the position detecting section 11 is corrected based on the estimated position P(k) by the position estimating section 12. In this embodiment, when determining that position correction is possible, the feasibility determining unit 13 sets the most recent estimated position P(k) by the position estimating unit 12 as the correction position CP. However, it is not limited to this. When determining that position correction is possible, the feasibility determining unit 13 may set the representative value of the estimated position P(k) by the position estimating unit 12, which has already been input at that time, as the correction position CP. . Note that the representative value of the estimated position P(k) by the position estimating unit 12 includes the average value, median value, root mean square value, etc. of the estimated position P(k) by the position estimating unit 12.

On the other hand, if the standard deviation σ of the difference ΔP does not become equal to or less than the threshold TH even after a preset determination time (unit: sec) has elapsed, the propriety determination unit 13 ends the determination of the propriety of position correction. In this case, the detected position DP by the position detection section 11 is not corrected.

FIG. 3 is a flowchart showing an overview of the correction process of the detected position DP by the position detecting unit 11 based on the estimated position P(k) by the position estimating unit 12. This flowchart is executed periodically or at any time while the vehicle V is traveling on the track T.

In FIG. 3, in step S1, the estimated position P(k) and the predicted position P ⁻ (k+1) by the position estimation unit 12 are input. In step S2, the difference ΔP (= P ⁽ k) - P ^- (k)) is calculated. In step S3, the calculated difference ΔP is accumulated as data.

In step S4, the standard deviation σ of the accumulated difference ΔP is calculated. In step S5, it is determined whether the standard deviation σ of the difference ΔP calculated in step S4 is less than or equal to the threshold TH. If the standard deviation σ of the difference ΔP is less than or equal to the threshold TH, the process proceeds to step S6.

In step S6, a correction position CP is set. As described above, in this embodiment, the estimated position P(k) input by the position estimation unit 12 input in step S1, that is, input most recently, is set as the correction position CP. In step S7, the detected position DP by the position detection section 11 is corrected to the correction position CP. As described above, such correction is performed by the position detection section 11. Then, in step S8, the standard deviation σ of the difference ΔP stored as data is cleared, and this flow ends.

On the other hand, in step S5, if the standard deviation σ of ΔP calculated in step S4 is larger than the threshold TH, the process proceeds to step S9. In step S9, it is determined whether a determination time has elapsed since the start of the process. Then, if the determination time has not elapsed, the process returns to step S1, and if the determination time has elapsed, this flow ends.

Returning to FIG. 2, in this embodiment, when the standard deviation σ of the difference ΔP becomes equal to or less than the threshold TH (that is, when determining that position correction is possible), the feasibility determining unit 13 issues a correction command to the position detecting unit 11. In addition to the output, a safety buffer change command including the standard deviation σ (≦threshold value TH) of the difference ΔP at that time is output to the control position setting unit 14.

The control position setting unit 14 sets the control positions (the control leading position and the control tail position) of the vehicle V based on the position DP detected by the position detecting unit 11 .

In the present embodiment, the control position setting section 14 sets the detection position DP (leading position A position ahead of the first safety buffer α1 from DPf) is set as the control leading position Pf1 of the vehicle V, and a position behind the first safety buffer α1 from the detection position DP (rear position DPr) by the position detection unit 11 is set as the vehicle V. The control tail position Pr1 of V is set. The first safety buffer α1 corresponds to an error (distance) that may be included in the detected position DP by the position detection unit 11. The first safety buffer α1 can be set arbitrarily. In the present embodiment, the first safety buffer α1 increases as the time period during which the detected position DP by the position detecting unit 11 is not corrected increases (in other words, the movement of the vehicle V in a state in which the detected position DP by the position detecting unit 11 is not corrected) increases. (The longer the distance, the larger the value.)

On the other hand, when the safety buffer change command is input, that is, when the detected position DP by the position detection part 11 is corrected, the control position setting unit 14 determines the standard of the difference ΔP included in the safety buffer change command. A second safety buffer α2 is set based on the deviation σ (≦threshold value TH). The second safety buffer α2 basically has a smaller value than the first safety buffer α1. Then, the control position setting unit 14 sets a position forward of the second safety buffer α2 from the detection position DP (leading position DPf) by the position detection unit 11 as the control head position Pf2 of the vehicle V, and sets the position detection unit 11 A position located behind the detected position DP (rear position DPr) by the second safety buffer α2 is set as the control rear position Pr2 of the vehicle V. That is, when the detected position DP by the position detecting section 11 is corrected, each of the positions before and after the detected position DP by the position detecting section 11, that is, in front of the leading position DPf of the vehicle V and behind the rear position DPr of the vehicle V, is corrected. In place of the first safety buffer α1, a second safety buffer α2 set based on the standard deviation σ of the difference ΔP is added.

In this embodiment, the control position setting unit 14 directly sets the standard deviation σ of the difference ΔP included in the safety buffer change command as the second safety buffer α2. However, it is not limited to this. The control position setting unit 14 may set a value obtained by multiplying the standard deviation σ of the difference ΔP included in the safety buffer change command by a predetermined coefficient (>1) as the second safety buffer α2.

The control position of the vehicle V set by the control position setting unit 14 (the control leading position Pf1 or Pf2, the control tail position Pr1 or Pf2) is output to the vehicle control device 2 and the occupancy range calculation unit 15.

The occupancy range calculation unit 15 calculates the range from the control head positions Pf1, Pf2 of the vehicle V to the control tail positions Pr1, Pr2 of the vehicle V as the occupancy range R of the vehicle V on the trajectory T. FIG. 4 shows the occupied range R of the vehicle V on the track T. When the safety buffer change command is not input to the control position setting section 14 (when the detected position DP by the position detection section 11 is not corrected), the occupancy range calculation section 15 calculates the first The occupancy range R of the vehicle V is calculated in consideration of the safety buffer α1. On the other hand, when the safety buffer change command is input to the control position setting section 14 (when the detected position DP by the position detection section 11 is corrected), the occupied range calculation section 15 outputs the Then, the occupancy range R of the vehicle V in which the second safety buffer α2 is taken into account is calculated.

The occupancy range R of the vehicle V calculated by the occupancy range calculation unit 15 is mainly transmitted wirelessly to the ground device 52.

As described above, in this embodiment, the vehicle position detection device 1 includes a position detection unit 11 that detects the position of the vehicle V on the track T based on the output of the speed generator 4 (axle rotation speed information), and a GNSS signal. and a position estimating unit 12 that inputs speed-related information of the vehicle V every unit time and sequentially estimates the position of the vehicle V on the trajectory T. The rear tail position DPr) is configured to be corrected based on the estimated position P(k) by the position estimating section 12.

According to the vehicle position detection device 1 in this embodiment, the position of the vehicle V detected based on the output of the speed generator 4 (axle rotation speed information) can be adjusted even if there is no ground-side equipment such as a ground coil for position correction. The position (that is, the detected position DP by the position detection unit 11) can be corrected. Therefore, it is possible to reduce or eliminate ground-side equipment such as a ground element for position correction, and installation costs and maintenance costs are significantly reduced compared to the conventional method.

Here, the position estimating unit 12 inputs the GNSS signal and the speed-related information of the vehicle V every unit time, estimates the current position of the vehicle V on the trajectory T, and predicts the position of the vehicle V after the unit time. and are configured to be performed sequentially. In addition, the vehicle position detection device 1 further includes a possibility determination section 13 that determines whether or not position correction is possible periodically or at any time. P ^- (k) is successively compared to determine whether position correction is possible. Specifically, the feasibility determination unit 13 calculates the difference ΔP (=P(k) ^−P− (k)) between the estimated position P(k) by the position estimation unit 12 and the previous predicted position ^P− (k). The standard deviation σ of the accumulated difference ΔP is calculated, and when the standard deviation σ of the difference ΔP becomes less than or equal to the threshold value TH, it is determined that the position correction is possible. This is because when the standard deviation σ of the difference ΔP is equal to or less than the threshold TH, it is considered that the position estimating unit 12 can accurately and stably estimate the position of the vehicle V. Then, when it is determined by the feasibility determining section 13 that the position correction is possible, the position detecting section 11 uses the position DP detected by the position detecting section 11 for correction based on the estimated position P(k) by the position estimating section 12. It is corrected using the position CP.

Therefore, when the position estimating unit 12 estimates the position of the vehicle V with high accuracy, the detected position DP by the position detecting unit 11 uses the correction position CP based on the estimated position P(k) by the position estimating unit 12. will be corrected. Therefore, the accumulated error included in the detected position DP by the position detection unit 11 is appropriately eliminated, and the position of the vehicle V can be detected with high accuracy.

In the above-described embodiment, the feasibility determination unit 13 calculates the difference ΔP (=P(k) ^−P− (k)) between the estimated position P(k) by the position estimation unit 12 and the previous predicted position ^P− (k). ) is used to determine whether position correction is possible. However, it is not limited to this. The feasibility determination unit 13 calculates the statistical value representing the dispersion of the difference ΔP (=P(k) ^−P− (k)) between the estimated position P(k) by the position estimation unit 12 and the previous predicted position ^P− (k). Based on this, it is sufficient to determine whether or not position correction is possible. For example, the feasibility determination unit 13 determines the variance or coefficient of variation of the difference ΔP (=P(k) - P ^- (k)) between the estimated position P(k) by the position estimation unit 12 and the previous predicted position P ^- (k). may be configured to calculate the difference ΔP and determine whether or not the position correction is possible based on the variance or variation coefficient of the calculated difference ΔP.

Further, in the embodiment described above, the output of the speed generator 4 is used as the axle rotation speed information. However, it is not limited to this. Instead of the speed generator 4, the vehicle V may be provided with a pulse generator or the like that outputs axle rotation speed information to the vehicle position detection device 1 and the vehicle control device 2.

Furthermore, although not shown, a plurality of GNSS receivers 6 may be provided in the vehicle V. In this case, the position estimation unit 12 is configured to input a GNSS signal received by any one of the plurality of GNSS receivers 6. Then, when the state in which the detected position DP by the position detecting unit 11 is not corrected continues for a predetermined period of time, the position estimating unit 12 inputs the GNSS signal received by a different GNSS receiver 6 and adjusts the position of the vehicle V. The position may be estimated and predicted. This is because there is a possibility that an abnormality such as a failure has occurred in the GNSS receiver 6 and the GNSS signal cannot be properly received. For example, if the standard deviation σ of the difference ΔP does not become less than the threshold TH even after the judgment time has elapsed, or if the standard deviation σ of the difference ΔP does not become less than the threshold TH even after the judgment time elapses, When this continues multiple times, a switching command is output to the position estimating section 12. The position estimating unit 12 is configured to switch the input path of the GNSS signal so as to input a GNSS signal received by a different GNSS receiver 6 when a switching command is input.

Although the embodiments of the present invention and their modifications have been described above, the present invention is not limited to the above-described embodiments and their modifications, and further modifications and changes may be made based on the technical idea of the present invention. It is possible.

DESCRIPTION OF SYMBOLS 1...Vehicle position detection device, 2...Vehicle control device, 3...Vehicle radio, 4...Speed generator, 5...Acceleration sensor, 6...GNSS receiver, 11...Position detection section, 12...Position estimation section, 13 ... Possibility determination section, 14... Control position setting section, 15... Occupancy range calculation section, T... Trajectory, V... Vehicle

Claims (8)

a position detection unit that detects the position of the vehicle based on information on the rotation speed of the axle;
A position where a satellite positioning system signal and speed-related information of the vehicle are inputted every unit time, and an estimation/prediction filter is used to sequentially estimate the position of the vehicle and predict the position of the vehicle after the unit time. Estimating section;
a propriety determining unit that successively compares the estimated position by the position estimating unit and the previously predicted position to determine whether position correction is possible;
including;
The detected position by the position detection unit is corrected using a correction position based on the estimated position by the position estimation unit , according to the determination result of the availability determination unit.
Vehicle position detection device. The possibility determining unit determines whether or not the position correction is possible based on a statistic representing a variation in the difference between the estimated position by the position estimating unit and the previously predicted position,
If the possibility determination unit determines that position correction is possible, the position detected by the position detection unit is corrected using the correction position;
The vehicle position detection device according to claim 1 . The correction position is the most recent position estimated by the position estimating unit when the possibility determination unit determines that position correction is possible, or a representative value of the position estimated by the position estimating unit. The vehicle position detection device according to item 2 . The vehicle position detection device according to claim 2 or 3 , wherein the availability determining unit determines that the position correction is possible when a standard deviation of the difference between the estimated position by the position estimating unit and the previous predicted position becomes equal to or less than a threshold value. . The vehicle position detecting device according to claim 4 , wherein when the detected position by the position detecting section is corrected, a safety buffer based on the standard deviation of the difference is added before and after the detected position by the position detecting section. having a plurality of receivers for receiving satellite positioning system signals;
The position estimation unit estimates the position of the vehicle by inputting a satellite positioning system signal received by any of the plurality of receivers,
If the position detected by the position detection unit remains uncorrected for a predetermined period of time or more, the position estimation unit estimates the position of the vehicle by inputting a satellite positioning system signal received by a different receiver. do,
The vehicle position detection device according to any one of claims 1 to 5 . a position detection unit that detects the position of the vehicle based on information on the rotation speed of the axle;
a position estimation unit that inputs a satellite positioning system signal and speed-related information of the vehicle every unit time and sequentially estimates the position of the vehicle using an estimation/prediction filter;
including;
A vehicle position detection device, wherein a position detected by the position detection unit is corrected based on a position estimated by the position estimation unit,
having a plurality of receivers for receiving satellite positioning system signals;
The position estimation unit estimates the position of the vehicle by inputting a satellite positioning system signal received by any of the plurality of receivers,
If the position detected by the position detection unit remains uncorrected for a predetermined period of time or more, the position estimation unit estimates the position of the vehicle by inputting a satellite positioning system signal received by a different receiver. do,
Vehicle position detection device. The vehicle travels on a preset travel route,
The position detection unit detects the position of the vehicle on the traveling route based on a starting point set on the traveling route,
The position estimating unit estimates the position of the vehicle on the traveling route based on the starting point.
The vehicle position detection device according to any one of claims 1 to 7.