JP4970592B2 - NAVIGATION DEVICE, NAVIGATION METHOD, AND NAVIGATION PROGRAM - Google Patents

Description

  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.

  In recent years, so-called navigation devices that are mounted on a vehicle or the like as a moving body and guide the movement of the vehicle have become common.

  In 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. In order to detect 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.

  Here, in 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. By connecting the navigation device to a vehicle speed sensor that generates a signal, 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.

  On the other hand, without being connected to the vehicle speed sensor, a highly accurate non-contact type navigation device using a triaxial acceleration sensor, a triaxial angular velocity sensor, and a so-called GPS (Global Positioning System) can be realized. It is said. However, since it is necessary to use the above-described three-axis sensors, there is a problem that the mounting capacity is increased and the cost is increased.

  Here, 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.

  Further, the “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.

  For example, Patent Documents 1 to 3 listed below are examples of techniques for realizing a non-contact type navigation device while preventing an increase in mounting capacity and an increase in cost.

At this time, in 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.
Japanese Patent Laid-Open No. 10-300482 Japanese Patent Laid-Open No. 10-300483 Japanese Patent Laid-Open No. 10-307032

  On the other hand, in recent years, with increasing social demand for safe driving of vehicles, failure of the vehicle itself due to the connection of the vehicle speed sensor and the navigation device described above has been regarded as a problem.

  That is, 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

  Therefore, there is a further demand for a non-contact type navigation device that can detect the position of the host vehicle without being connected to a vehicle speed sensor.

  On the other hand, with the recent improvement of functions as a navigation device, there is still a strong demand for improving the detection accuracy of the vehicle position.

  Therefore, 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.

  In order to solve the above-mentioned problem, the invention according to claim 1 is a coil mounted on a moving body such as a vehicle and used for detecting the speed of the moving body, the conductor being wound around the coil. And a first electromotive force generator such as a coil having a straight portion perpendicular to the moving direction of the moving body, and a shield member that covers the conductor other than the straight portion and blocks an external magnetic field. A magnetic shield part, a second magnetic shield part such as a shield member that blocks a horizontal component of the total magnetic force of the geomagnetism with respect to the linear portion, and a vertical component of the total magnetic force of the geomagnetism and with the movement of the moving body And a circuit unit such as a detection unit that extracts an output voltage corresponding to the induced electromotive force generated in the conductor from the conductor.

  In order to solve the above problems, an invention according to an eighth aspect includes the coil device according to any one of the second to seventh aspects, is mounted on the movable body, and receives only power from the movable body. In the navigation device that guides the movement of the moving body, based on the dip angle detecting means such as a CPU that detects the dip angle in the geomagnetism of the current position of the moving body, and external information obtained from the outside of the moving body, Based on an inclination angle detection means such as a CPU for detecting an inclination angle in the moving direction, the extracted output voltage, the vertical component force, the detected dip angle, and the detected inclination angle, A calculation means such as a CPU for calculating the speed of the moving body, and an execution means such as a CPU for guiding the moving body using the calculated speed.

  In order to solve the above-described problems, an invention described in claim 11 is equipped with the coil device according to claims 2 to 7 and is mounted on the moving body, and is supplied with only power from the moving body. A computer included in a navigation device that guides the movement of the moving body is caused to function as the navigation device according to any one of claims 8 to 10.

It is a block diagram showing the whole navigation device composition concerning an embodiment. It is a block diagram which shows the structure of the speed detection coil part 1 which concerns on embodiment, and 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. It is a figure which shows the detailed structure of the coil part main body 100 which concerns on embodiment, (a) is a bottom view, (b) is A-A 'sectional drawing in FIG.3 and FIG.4 (a). It is a flowchart which shows the whole operation | movement of the own vehicle position detection process which concerns on embodiment. It is a flowchart (I) which shows the detail (however, including step S015, S016, and S018) of step S004 thru | or S006 in the own vehicle position detection process which concerns on embodiment. It is flowchart (II) which shows the detail (however, including step S015, S016, and S018) of step S004 thru | or S006 in the own vehicle position detection process which concerns on embodiment. It is a flowchart (I) which shows the detail of step S008 in the own vehicle position detection process which concerns on embodiment. It is a state transition diagram which shows the detail of step S008 in the own vehicle position detection process which concerns on embodiment. It is a flowchart which shows the detail of 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. It is a figure which shows the principle of step S014 in the own vehicle position detection process which concerns on embodiment, (a) is a principle figure (I), (b) is a principle figure (II). It is a figure which shows the principle of step S015 in the own vehicle position detection process which concerns on embodiment. It is a figure which shows the structure of the horizontal installation type of the 1st form of the coil part main body 100, (a) is the top view and sectional drawing which show the structure of the horizontal installation type of a 1st form, (b) is the said horizontal installation It is the top view and sectional drawing which show the structure of the deformation | transformation form of a type | mold. It is a figure which shows the structure of the vertical installation type of the 1st form of the coil part main body 100, (a) is a side view and sectional drawing which show the structure of the vertical installation type of a 1st form, (b) is the said vertical installation It is the side view and sectional drawing which show the structure of the deformation | transformation form of a type | mold. It is a figure which shows the structure of the horizontal installation type of the 2nd form of the coil part main body 100, (a) is a top view and sectional drawing which show the structure of the horizontal installation type of a 2nd form, (b) is the said horizontal installation It is the top view and sectional drawing which show the structure of the deformation | transformation form of a type | mold. It is a figure which shows the structure of the vertical installation type of the 2nd form of the coil part main body 100, (a) is a side view and sectional drawing which show the structure of the vertical installation type of a 2nd form, (b) is the said vertical installation It is the side view and sectional drawing which show the structure of the deformation | transformation form of a type | mold. It is a figure which shows the structure of the horizontal installation type of the 3rd form of the coil part main body 100, (a) is a top view and sectional drawing which show the structure of the horizontal installation type of a 3rd form, (b) is the said horizontal installation It is the top view and sectional drawing which show the structure of the deformation | transformation form of a type | mold. It is a figure which shows the structure of the vertical installation type of the 3rd form of the coil part main body 100, (a) is a side view and sectional drawing which show the structure of the vertical installation type of a 3rd form, (b) is the said vertical installation It is the side view and sectional drawing which show the structure of the deformation | transformation form of a type | mold. It is a figure which shows the attachment mechanism of the horizontal installation type coil part main body 100, (a) is a top view, (b) is the side view seen from the back of the vehicle mounted, (c) is mounting It is the side view seen from the left side of the vehicle which is done. It is a figure which shows the attachment mechanism of the coil unit main body 100 of a vertical installation type, (a) is a top view, (b) is a side view seen from the back of the vehicle mounted, (c) is mounted. It is the side view seen from the left side of the vehicle which is done. It is a figure (I) which illustrates the change mode of the installation direction of speed detection coil part 1 concerning an embodiment, and a binary polarity change slide switch. It is a figure (II) which illustrates the switching mode of the installation direction of the speed detection coil part 1 which concerns on embodiment, and a binary polarity switching slide switch. It is a figure (III) which illustrates the installation mode of speed detection coil part 1 concerning an embodiment, and the change mode of a binary polarity change slide switch. It is a figure (IV) which illustrates the switching mode of the installation direction of the speed detection coil part 1 which concerns on embodiment, and a binary polarity switching slide switch. It is a flowchart which shows the process which concerns on the polarity setting of the coil 100B which concerns on embodiment. It is a figure which illustrates the warning screen displayed on a display at the time of the polarity setting of the coil 100B which concerns on embodiment, (a) is a figure which shows a 1st example, (b) is a figure which shows a 2nd example. It is a figure which illustrates the setting completion screen displayed on a display at the time of the polarity setting of the coil 100B which concerns on embodiment. It is a figure (I) which illustrates the change mode of the setting direction of the speed detection coil part 1 concerning an embodiment, and a quaternary polarity changeover DIP switch. It is a figure (II) which illustrates the change mode of the setting direction of the speed detection coil part 1 which concerns on embodiment, and a quaternary polarity switching dip switch. It is a figure (III) which illustrates the change mode of the installation direction of the speed detection coil part 1 which concerns on embodiment, and a quaternary polarity switching dip switch. It is a figure (IV) which illustrates the switching mode of the installation direction of the speed detection coil part 1 which concerns on embodiment, and a quaternary polarity switching dip switch. It is figure (I) which illustrates the switching mode of the installation direction of the speed detection coil part 1 which concerns on embodiment, and an eight-value polarity switching dip switch. It is figure (II) which illustrates the switching mode of the installation direction of the speed detection coil part 1 which concerns on embodiment, and an eight-value polarity switching dip switch. It is a flowchart which shows the polarity setting process which concerns on embodiment. It is a figure which shows the example of a screen displayed in the case of the polarity setting process which concerns on embodiment, (a) is a figure which shows the example of a setting menu screen, (b) is a figure which shows the example of a setting completion screen. .

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Speed detection coil part 2 Angular velocity sensor 3A Antenna 3 GPS receiving part 4 Mobile communication part 5 USB terminal part 6 System controller 7 Interface part 8 CPU
9 ROM
10 RAM
DESCRIPTION OF SYMBOLS 11 Bus line 12 Input part 13 Optical disk drive 14 Hard disk drive 15 VICS transmission / reception part 16 ETC transmission / reception part 17 Short distance transmission / reception part 18 Display unit 23 Sound reproduction unit 27 EPROM
100 Coil body 100A Shield member 100B Coil 100C Conductor 101, 102, 103, 201, 202, 203, 301, 302, 303, 304, 400, 401, 402, 403, 403, 404, 501, 502, 504, 505 , 507, 508, 510, 511 Ring buffer 503, 506, 509, 512 Distributed data area S Navigation device DK1 Optical disk DK2 Hard disk

Next, the best mode for carrying out the present application will be described with reference to the drawings. In addition, embodiment described below is embodiment when this application is applied with respect to the navigation apparatus S which is mounted in the vehicle as a moving body and guides the movement of the said vehicle with an audio | voice or an image.
(A) Overall Configuration and Overall Operation First, the configuration and overall operation of the navigation device S according to the embodiment will be described with reference to FIGS.

  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, and FIG. 3 shows the embodiment. FIG. 4 is a diagram illustrating a detailed configuration of the coil unit body 100 according to the embodiment, and FIG. 5 is a flowchart illustrating an overall operation of the navigation device S. .

  As shown in FIG. 1, the navigation device S according to the embodiment 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 detection coil unit 1 as an electromotive force generation unit, an angular velocity sensor 2 as an angular velocity detection unit, a GPS reception unit 3 to which an antenna 3A is connected, a mobile communication unit 4, A USB (Universal Serial Bus) terminal unit 5, a system controller 6, a bus line 11, an input unit 12 including a keyboard or a remote controller, a touch panel, and the like, and an optical disc drive for recording or reproducing optical information with respect to the optical disc DK1 13 and a hard disk drive 14 for recording or reproducing magnetic information to / from the hard disk DK2 serving as a horizontal component force information storage means, a declination information storage means and a total magnetic force information storage means for recording information magnetically and non-volatilely. , VICS (Vehicle Information and Communication System) transceiver 15 and E And C ETC transceiver unit 16 (Electronic Toll Collection System) card C is operated is mounted, a short distance transceiver 17, a display unit 18, are configured to include a sound reproduction unit 23, a.

  In this configuration, 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.

  Further, 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.

  On the other hand, the mobile communication unit 4 can be connected to a portable wireless telephone, a so-called PDA (Personal Data Assistant), a portable audio player, a personal computer related device (for example, a so-called personal wireless), a portable facsimile machine, and the like. It is what.

  Furthermore, the USB terminal unit 5 is a terminal unit for physically connecting the navigation device S main body and peripheral devices (not shown). Specific examples of 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).

  On the other hand, 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 optical disk DK1 include, for example, 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.

  In addition, when using a toll road such as an expressway, 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. Send the entrance IC information and ETC OBE information (vehicle information, ETC card C credit card information, etc.) to the ETC dedicated lane at the destination exit toll gate Information is received.

  Further, 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.

  Next, the display unit 18 displays various display data under the control of the system controller 6.

  Furthermore, the sound reproduction unit 23 reproduces and outputs (sounds out) various audio data under the control of the system controller 6.

  Furthermore, the VICS transmission / reception unit 15 receives traffic jam information and the like transmitted via the VICS, and supplies the traffic information to the guidance operation in the navigation device S.

  Then, 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.

  More specifically, the system controller 6 includes an interface unit 7 that performs an interface operation with the various sensors and the like, disturbance influence detection means, calculation means, execution means, and current position detection means that control the entire system controller 6. CPU 8, ROM 9 in which a control program for controlling system controller 6 is stored in advance, and RAM 10 that temporarily stores various data that can be read out such as route data set in advance by the user via input unit 12. And FIFO (First In First Out) type ring buffers 101 to 103, 201 to 203, 301 to 304, 400 to 404, 501, 502, 504, which are used for the vehicle position detection process according to an embodiment described later. Non-volatile including 505, 507, 508, 510 and 511 And an input unit 12, an optical disk drive 13, a hard disk drive 14, a display unit 18, a sound reproduction unit 23, a short-range transmission / reception unit 17, an ETC transmission / reception unit 16, and a VICS transmission / reception unit. 15 is connected via a bus line 11. The various sensors are connected via the interface unit 7 and the bus line 11.

  Next, 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), a display control unit 21, and the like. , And is configured.

  In this configuration, 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.

  In this configuration, the D / A converter 24 performs D / A conversion of an audio digital signal sent from the optical disk 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. After that, the speaker 26 converts the amplified audio analog signal into audio and outputs (sounds).

  When the navigation device S having the above configuration is activated, first, 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.

  Next, 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.

  In parallel with this, 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.

  Then, the current position of the host vehicle is calculated based on the calculated speed and travel distance, and the accumulated absolute bearing data of the traveling direction of the vehicle, and the latitude, longitude, and altitude of the current position of the host vehicle are obtained.

  Thereafter, 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.

  Further, 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.

  And based on the various information mentioned above, the display position of the own vehicle position mark, its traveling direction, and update processing of a map to be displayed as necessary are performed.

  As described above, the navigation device S according to the non-contact type embodiment mainly obtains the speed and travel distance of the own vehicle by 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.

  Next, functions of the ring buffers 201 to 203 related to the calculation of the GPS speed data and the like will be described.

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} ] When the GPS speed VGPS _n [km / h / 100 ms] at time nT is stored as the latest data in the ring buffer 201 with 20 samplings, the data is shifted by one data in the ring buffer 201 to the 20th. Data disappears from the ring buffer 201. In the following, n indicates the number of samplings.

Then, when the data of the first to tenth samplings are added and averaged, the GPS speed VGPS _n [km / h] at the current sampling time nT is calculated, and the sampling number is fifty. Stored in the ring buffer 202 as the latest data.

Next, when the data of the eleventh to twentieth samplings are added and averaged, the GPS speed VGPS _n-10 at the sampling time (n-10) T 1 second before the present time is obtained. km / h] is calculated.

Therefore, when the GPS speed VGPS _{n -10} [km / h] is subtracted from the GPS speed VGPS _n [km / h], the GPS acceleration that is the change amount of the GPS speed VGPS _n [km / h] at the current sampling time nT. ΔVGPS _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 horizontal speed data VGPSx [km / h] and vertical speed data VGPSy [km / h].

Next, when the GPS speed VGPS _n [km / h] at the current sampling time nT is stored as the latest data, the data is shifted one by one in the ring buffer 202, and the 50th data is transferred to the ring buffer 202. Disappear from within.

Then, for the GPS speed VGPS _n [km / h] at the current sampling time nT, an average value of all the sampling numbers in the ring buffer 202 is calculated, and this average GPS speed VGPSAVG _n [km / h] is calculated. And its absolute value | VGPSAVG _n | [km / h].

Further, the GPS at the sampling time (n-10) T 1 second before the tenth current time from the GPS speed VGPS _n [km / h] at the first current sampling time nT in the ring buffer 202. Subtract the speed VGPS _n-10 [km / h].

As a result, the GPS acceleration ΔVGPS _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.

Next, the GPS acceleration ΔVGPS _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. When stored, the data is shifted one by one in the ring buffer 203 and the 50th data disappears from the ring buffer 203.

Then, for the GPS acceleration ΔVGPS _n [km / h · s], which is the amount of change in the GPS speed VGPS _n [km / h] at the current sampling time nT, the average value of all fifty sampling numbers in the ring buffer 203 Is calculated as the average GPS acceleration ΔVGPSAVG _n [km / h · s] and its absolute value | ΔVGPSAVG _n | [km / h · s].

  Next, detailed configurations of the velocity detection coil unit 1 and the angular velocity sensor 2 according to the embodiment will be described with reference to FIGS. 2 to 4.

  As shown in FIG. 2A, first, 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. On the other hand, 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.

  Next, the detailed structure of the coil part main body 100 which concerns on embodiment is demonstrated using FIG.3 and FIG.4.

As shown in FIG. 3 and FIG. 4A, the coil unit body 100 according to the embodiment 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. using the induced electromotive force E _{n [V]} generated in the main body 100, to generate velocity data of the vehicle navigation apparatus S is mounted. For this reason, as shown in FIG. 4B, 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. At this time, 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, and 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. On the other hand, as shown in FIG. 4B, 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 according to the embodiment 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. In the case of traveling, 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. In this case, accurate speed data as a vehicle cannot be obtained when affected by the horizontal component force. Thus, in embodiments, it is to obtain the velocity data using the above only in the vertical component of force MG due the induced induced electromotive force E _{n [V].}

  Next, the hard disk DK2 according to the embodiment 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. Specifically, 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.

  Here, 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 °. Further, 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. Further, 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. Furthermore, 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. Finally, 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. .

  In addition to these, 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 φ (degree Approximation formula data indicating a quadratic approximate expression expressed using a unit) and longitude λ (degree unit) is also stored in a nonvolatile manner.

More specifically,
Deviation D2000.0
= 07 ° 37'.142 "+ 21'.622" Δφ _n -07'.672 "Δλ _n
+ 0'.442 "Δφ _n ² -0'.320" Δφ _n Δλ _n -0'.675 Δλ _n ² (28)
Sag I2000.0
= 51 ° 03'.804 "+ 73'.745" Δφ _n -09'.472 "Δλ _n
−0′.771 ”Δφ _n ² −0′.459” Δφ _n Δλ _n + 0′.359 ”Δλ _n ² (19)
Total magnetic force F2000.0
= 4750.388 ^nT +567.453 ^nT Δφ _n -294.499 ^nT Δλ _n
−0.255 ^nT Δφ _n ² −2.975 ^nT Δφ _n Δλ _n +1.291 ^nT Δλ _n ² (34)
Horizontal component force H2000.0
= 29859.182 ^nT -425.215 ^nT Δφ _n −87.838 ^nT Δλ _n
−5.725 ^nT Δφ _n ² +7.773 ^nT Δφ _n Δλ _n −3.051 ^nT Δλ _n ² (32)
Vertical component force V2000.0
= 36978.848 ^nT +1083.733 ^nT Δφ _n −313.745 ^nT Δλ _n
−8.609 ^nT Δφ _n ² −4.011 ^nT Δφ _n Δλ _n −0.110 ^nT Δλ _n ² (33)
Approximation formula data corresponding to each approximation formula is stored. In each approximate expression,
Δφ _n = φ _n −37 ° N (φ _n : latitude, N: north latitude)
Δλ _n = λ _n -138 ° E (λ _n : longitude, E: east longitude)
In the so-called GPS geodetic system, a positive number is obtained at north latitude and east longitude, and a negative number (negative is a two's complement expression) at south latitude and west longitude. These geomagnetic data are used for correcting the disturbance of velocity data, which will be described later.

Furthermore, in addition, in the hard disk DK2, later declination .theta.o _n elaborating _{geomagnetism,} dip [delta] _n, calculated data, such as horizontal force Ho _n and total magnetic H _n of the total force H _n magnetically and the Distribution data areas 503, 506, 509, and 512 for storing data in a nonvolatile manner are provided.

  Next, the entire vehicle position detection process according to the embodiment will be described with reference to FIG. 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.

  As shown in FIG. 5, in the vehicle position detection process according to the embodiment, 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.

When the initial numerical value setting process and the like are finished, next, the acceleration A _n [m / s ² ] and the speed V _n [km /] of the current vehicle at the sampling time nT based on the output value of the speed detection coil unit 1 are performed. h] is calculated (step S004).

More specifically, as the process of step S004, as a process of calculating the actual acceleration A _{n [m} / s ^2] while the vehicle is traveling, basically, the current detected speed Vc _n during the sampling time nT _[miles / h] is calculated, further, subtracting the following (3) of the previous vehicle from the detected speed Vc _n of this vehicle at the time of the sampling time nT _[miles / h] by type detecting speed _{Vc n-1 [km / h} ] When the unit is converted, the actual acceleration _An [m / s ² ] of the current vehicle is obtained.

On the other hand, as a process for calculating the actual speed V _n [km / h] during travel of the vehicle, basically, 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 ΔV _n [km / h] is calculated using the following formula (4), and the process of adding this to the previous actual speed V _n−1 [km / h] is calculated using the following formula (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.

  The processing in step S004 will be described in detail later.

Next, the current vehicle output azimuth (absolute azimuth) θs _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).

More specifically, as processing of the step S006, as calculation processing of the cumulative travel distance D _n [m] and the cumulative travel vector (X _n , Y _n , Z _n ) [m] during traveling, The change amount Δd _n [m] of the current travel distance of the vehicle at the sampling time nT for 100 ms is calculated every 100 ms by the following formula (6), which will be described later. Cumulative running distance D _n-1 [m] is accumulated.

On the other hand, the amount of change Δd _n [m] of the travel distance is divided into an x component and a y component based on the current output direction (absolute direction) θs _n [equal angle] of the vehicle by the angular velocity sensor 2 at this time, The amount of change (Δx _n , Δy _n , Δz _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 θG _n [deg] during the current vehicle traveling. Then, it is accumulated in the cumulative travel vector (X _n−1 , Y _n−1 , Z _n−1 ) [m] up to the previous time.

Then, for example, by accumulating the above processing 10 times, the accumulated travel distance D ₁₀ [m] per unit time (1 second) and the accumulated travel vector (X ₁₀ , Y ₁₀ , Z ₁₀ ) [m] Is calculated.

  Note that the processing in step S006 will be described in detail later.

After that, using the cumulative travel distance D ₁₀ [m] per unit time and the cumulative travel vector (X ₁₀ , Y ₁₀ , Z ₁₀ ) [m], the sampling time nT The current vehicle position (latitude, longitude, and altitude) at is detected (step S007).

  Next, 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 ( Step 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. Of these, the process in step S010 uses the same method as in the prior art.

Here, in the vehicle stop determination process during traveling according to step S008, basically, the vehicle stop state is always monitored under the following conditions. That is,
・ Standard deviation σ ≦ 0.3 of output value of speed detection coil unit 1,
Speed detecting coil unit rate by-speed detection output value of the coil section _{1 Vc n = 0 [km /} h],
The standard deviation s ≦ 0.15 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]
When any one of the above is established, the stop state of the vehicle is determined.

  Note that the processing in step S008 will be described in detail later.

  On the other hand, when all the processes of steps S008 and S010 are not performed, that is, when the stop of the vehicle is confirmed, the output value from the speed detection coil unit 1 with respect to the detected vehicle position, The vehicle start determination process (step S009) using the output value from the angular velocity sensor 2 and the GPS positioning data from the GPS receiver 3 and the offset correction process (step S011) at the time of stop for the output value of the angular velocity sensor 2 are sequentially executed. Is done. Of these, the process in step S011 uses the same method as in the prior art.

Here, in the vehicle start determination process during stoppage according to step S009, the vehicle start state is always monitored under the following conditions. That is,
・ Standard deviation η ≧ 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],
・ Standard deviation τ ≧ 2.0 of output value of 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.

  Note that the processing in step S009 will be described in detail later.

  After one of the steps S008 and S010 or the steps S009 and S012 is 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). Here, 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. The disturbance by the said track | truck at the time, the disturbance by the said truck when a large sized truck passes the side part of a vehicle, etc. are mentioned. And as a process of step S012, the error etc. of the speed data as an output value of the speed detection coil part 1 accompanying the said disturbance are correct | amended using GPS data etc.

  The process of step S012 will be described in detail later.

  Next, in a GPS non-positioning state (that is, a state in which, for example, the vehicle is traveling in a tunnel or a point surrounded by a high building and the GPS radio wave reception process cannot be performed, the same applies hereinafter). 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.

Next, using the GPS positioning data, a calculation process of the slope angle θG _n [deg] of the road surface during running and when stopped is executed (step S014).

More specifically, in the processing of step S014, the horizontal (xx) of the GPS velocity VGPS _n [km / h] at the current sampling time nT calculated every sampling period T (for example, 100 ms) by the conventional technique. ) and direction VGPSx n _[km / h], the GPS velocity Vgps _n at the current sampling time nT _[km / h] in the vertical (y) direction VGPSy n _[km / h], by, at the current sampling time nT The road surface inclination angle θG _n [rad.] Is calculated as follows (see FIGS. 15A and 15B).

tanθG _n = VGPSy _n / VGPSx _n
However, (−π / 2) <θG _n [rad.] <(Π / 2)
Therefore,
θG _n = tan ⁻¹ (VGPSy _n / VGPSx _n ) [rad.]
_{= Arctan (VGPSy n / VGPSx n} ) [rad.]
_{= Atan (VGPSy n / VGPSx n} ) [rad.]
The calculation process according to step S014 will also be described in detail later.

Next, a speed reset of the vehicle speed V _n−1 [km / h] up to the previous time by the speed detection coil unit 1 using highly reliable GPS speed data or another speed detection device such as a travel distance sensor ( The process proceeds to (calibration) processing (step S015 in FIG. 3).

In the calibration processing according to 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) using 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).

On the other hand, when it is determined that the GPS is in a non-positioning state based on correction conditions described later, 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 are described later. A new initial speed V ₀ [km / h] is calculated by weighting processing using formulas (20) to (22) described later using the variable speed update coefficient Sp _n (see FIG. 16). Thereafter, the initial speed V ₀ [km / h] is used to reset (calibrate) the value of the vehicle speed V _n−1 [km / h] up to the previous time.

  The calculation process according to step S015 will also be described in detail later.

  Next, 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 (step S016).

  In the calibration processing according to step S016, 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.

And it calculates using the output value of the speed detection coil unit 1 by the later-described equations (1) to (18) at the sampling time (n-1) T immediately before the GPS switches from the non-positioning state to the positioning state. The accumulated travel distance D _n−1 [m] per unit time and the output azimuth (absolute azimuth) θs _n−1 [equal angle] calculated per unit time calculated using the output value of the angular velocity sensor 2 And a road vector inclination angle θG _n−1 [deg] calculated using GPS speed data, and a travel vector (X _n−1 , Y _n−1 , Z _n−1 ) [ m], the absolute position of the vehicle up to the previous time (latitude LatCoil _n-1 , longitude LonCoil _n-1 , altitude AltCoil _n-1 ), at the sampling time nT immediately after the GPS returns from the non-positioning state to the positioning state absolute position information data of the current vehicle in (latitude LatGPS , Longitude LonGPS _n, highly AltGPS _n), always only once position reset (calibration).

  On the other hand, when the GPS non-positioning state continues for a long time, 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).

  The calculation process according to step S016 will also be described in detail later.

Finally, the output azimuth (absolute azimuth) θs _n−1 of the vehicle up to the previous time based on the output value of the angular velocity sensor 2 using highly reliable GPS azimuth data, MM road azimuth data, or other absolute azimuth detection devices. The azimuth reset (calibration) process of [equal angle] is executed (step S018).

  The calibration processing according to step S018 performs azimuth reset (calibration) using GPS azimuth data when the GPS positioning state continues for a long time. 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).

  On the other hand, when the GPS non-positioning state continues for a long time, the direction is reset (calibrated) based on 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).

  The calculation process according to step S018 will also be described in detail later.

  When the processes of steps S004 to S018 described above are completed, 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.

Next, details of each processing of steps S004 to S018 described above with reference to FIG. 5 will be sequentially described in detail below.
(B) First, the processing of steps S004 to S006 will be described in detail with reference to FIG. 6 and FIG.

  6 and 7 are flowcharts showing details of the processing in steps S004 to S006. At this time, 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.

  When the functions according to steps S004 and S006 are viewed as a block diagram, as shown in FIG. 2A, 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.

In this configuration, as the processing of steps S004 and S006 described above, as shown in FIGS. 6 and 7, first, 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.

Then, with respect to the result, 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.

However, 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, and e ′ _i [LSB] is the A / D of the output value of the speed detection coil unit 1. D conversion data value [LSB], i, m, and n are sampling numbers (for example, m = 20 times), and T is a sampling period (for example, T = 100 ms). In the case of the above equation (1), since m = 20 and T = 100 ms, 20 A / D conversion processes are executed in a sampling period of 100 ms.

Here, “LSB” is a unit indicating the magnitude of the output value of the A / D converter 32. For example, in the case of an n-bit A / D converter, the input voltage range is divided into 2 ⁿ equal parts. Thus, the scale interval is FS / 2 ⁿ (FS is the full scale of the input voltage range). This corresponds to the LSB (least significant bit) of the output. If the input voltage changes by FS / ²ⁿ , the output changes by one bit of LSB. That is, the size of 1LSB = FS / ²ⁿ is used as a unit.

Then, 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.

These result, as the induction by the output value of the speed detection coil unit 1 itself electromotive force E _{n [V],} is calculated from the following equation (2).

E _n = G _{k n−1} × G _n−1 × (e ′ _n −e ′ ₀ ) (2)
Here, “Gk _n−1 ” is the gain correction coefficient (initial value Gk ₀ = 1.0) of the speed detection unit 1, and “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.

Next, the current vehicle road inclination angle θG _n [deg] at the sampling time nT is acquired (step S103). More specifically,
θG _n = (180 / π) × atan (VGPSy _n / VGPSx _n ) (10)
It becomes. Note that the method for obtaining the road surface inclination angle θG _n [deg] will be described later in the detailed description of step S014.

Next, using the average value e ′ _n [LSB] of the A / D conversion data of the output value 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).

That is, in the embodiment, as will be described later, the absolute position of the vehicle expressed using latitude, longitude, and altitude is stored in the EPROM 27 while being updated every minimum unit time (1 second). Then, the dip angle δ _n [deg / 100ms] corresponding to the absolute position is obtained by substituting the latitude and longitude indicating the absolute position into the equation (19) at every sampling period T (= 100 ms). Is calculated as Then, the dip angle data δ _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 δAVG _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.

Next, during the GPS positioning period, the accumulated average depression angle data δAVG _n [deg], the GPS speed VGPS _n [km / h / 100 ms] at the current sampling time nT, and the road surface inclination angle θG _n [deg] and induced electromotive force E _n [V], and the total magnetic force H _n [A / m / 100ms of the geomagnetism at the sampling time nT according to the following equation (27) based on Fleming's right hand rule: ] and calculates the horizontal force _{Ho n [a / m / 100ms} ] of.

Ho _n
= (3600/1000) × E _n / [{μo × tan (δAVG _n )} × (VGPS _n × cos θG _n ) × N × L]
... (27)
Here, “μo” is the permeability of vacuum (≈air), “N” is the number of turns of the conductor 100C in the coil 100B, and “L” is the effective length of the coil 100B in the coil unit body 100 (FIG. 3). And 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. Furthermore, past ten of the horizontal force _{Ho n [A / m / 100ms} ] horizontal force obtained by averaging the (one second) partial Ho _{n [A} / m] is the variable-in the ring buffer 508 Accumulated sequentially. Then, further, for example, the horizontal force Ho _n of the total force H _n of the geomagnetism _{[A / m] [A /} m], the last five seconds (50) minutes averaged current at sampling time nT obtained the The average horizontal component HoAVG _n [A / m] is sequentially stored in a nonvolatile manner in the horizontal component distribution data area 509 in the hard disk DK2 as average horizontal component data corresponding to the absolute position.

These, the average horizontal force HoAVG _m corresponding to the sampling time mT _[A / m], the average dip angle data δAVG _{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 / [{μo × Ho AVG _m × tan (δAVG _m )} × cos θG _n × N × L]
... (30)
The calculated detected speed _{Vc n [km / h / 100ms} ] is each of the calculated and sequentially stored in the ring buffer 401.

Then, 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 detected speed Vc _{n [km} / h], the each of the calculated and sequentially stored in the ring buffer 402.

Next, the actual acceleration A _n [m / s ² ] of the vehicle is calculated using the calculated detection speed Vc _n [km / h] (step S105).

As the actual acceleration A _n [m / s ² ] calculation processing, specifically, the previous detection speed Vc _n−1 [km / h] is subtracted from the detection speed Vc _n [km / h] calculated this time. When the unit is converted, 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)
Here, 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. In the coil unit main body 100 shown in FIG.

Further, the calculated actual acceleration _An [m / s ² ] is sequentially stored in the ring buffer 403 each time the calculation is performed.

  Next, when viewed as a functional block according to step S005, as shown in FIG. 2B, 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.

  In this configuration, as the processing in step S005 described above, first, 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.

Then, with respect to the result, 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.

However, gy ′ _n [LSB] is the average value [LSB] of the A / D conversion data of the output value of the angular velocity sensor 2, and gy ′ _i [LSB] is the A / D conversion data value of the output value of the angular velocity sensor 2. [LSB], i, m and n are sampling numbers (for example, m = 20 times), and T is a sampling period (for example, T = 100 ms). In the case of the above equation (1-1), since m = 20 and T = 100 ms, 20 A / D conversions are executed during a sampling period of 100 ms.

Then, the angular velocity ω _n [deg / 100 ms] of the current vehicle at the sampling time nT is calculated by the functions of the ring buffers 301 to 304 described later.
ω _n = G _{k n−1} × G _n−1 × (gy ′ _n −gy ₀ ) (e)
As required. However, Gk _n-1 is a gain correction coefficient (initial value Gk ₀ = 1.0), G _n-1 is a gain value [equal angle / 100 ms · LSB], and gy ′ _n [LSB] is A The average value [LSB] of the / D conversion data, and gy ₀ [LSB] is the current offset value [LSB].

Then, 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).

That is, in order to obtain information on the estimated speed of the vehicle, assuming that the running state of the vehicle is equal acceleration linear motion, 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.

Therefore, the current vehicle speed change ΔV _n [km / h] at the sampling time nT is
ΔV _n = (3600/1000) × A _n × T (4)
Is calculated by Here, n is the number of samplings (n = 1, 2, 3, 4, 5,...), And T is the sampling period (= minimum unit time of speed change amount and travel distance change amount).

Therefore, the speed V _n [km / h] of the current vehicle at the sampling time nT is
V _n = ΔV _n + V _n−1 (5)
Is required. However, Vn _-1 [km / h] is the vehicle speed [km / h] up to the previous time. In the speed display or the like on the display 22, the absolute value of the current vehicle speed V _n [km / h] is displayed. Further, the calculated speed V _n [km / h] is sequentially stored in the ring buffer 404 each time the calculation is performed.

In addition to the calculation of the vehicle speed V _n [km / h], a process for calculating the cumulative travel distance D _n [m] and the cumulative travel vector (X _n , Y _n , Z _n ) [m] of the vehicle is executed. (Steps S106 to S135 or S140).

That is, in order to obtain information on the estimated traveling distance of the vehicle, assuming that 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. Must be integrated twice at the sampling period T to calculate the mileage of the vehicle.

Therefore, the amount of change Δd _n [m] of the current travel distance of the vehicle at the sampling time nT is
Δd _n = (1/2) × A _n × T ² + (1000/3600) × V _n−1 × T (6)
Is calculated by

Accordingly, the cumulative travel distance D _n [m] of the current vehicle at the sampling time nT is
D _n = Δd _n + D _n−1 (7)
Can be calculated. However, D _n-1 [m] is the cumulative travel distance [m] of the vehicle up to the previous time.

If the current output azimuth (absolute azimuth) by the angular velocity sensor 2 at this time is θs _n [equally divided angle], the amount of change (Δx _n , Δy _n ) in the current vehicle travel vector at the sampling time nT [ m]
Δx _n = Δd _n × cos θs _n (8)
Δy _n = Δd _n × sin θs _n (9)
It becomes. However, θs _n [equal angle] is the output azimuth (absolute azimuth) [equal angle] by the current angular velocity sensor 2.

Next, the road inclination angle θG _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 Δz _n [m] of
Δz _n = Δd _n × tan θG _n (11)
And calculated.

From the above, the cumulative travel vector (X _n , Y _n , Z _n ) [m] of the current vehicle at the sampling time nT is
_{X n = Δx n + X n} -1 ... (12)
Y _n = Δy _n + Y _n−1 (13)
Z _n = Δz _n + Z _n−1 (14)
It becomes.

However, X _n-1 [m] is the cumulative travel vector (horizontal component) [m] of the vehicle up to the previous time, and 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.

Further, assuming that the sampling number n is 10 and the sampling period T is 100 ms, the cumulative travel distance D ₁₀ [m] per unit time (one second) of the current vehicle from the sampling time 0T to 10T and the cumulative travel The vector (X ₁₀ , Y ₁₀ , Z ₁₀ ) [m] is

Is calculated by However, D ₀ = X ₀ = Y ₀ = Z ₀ = 0 [m].

Regarding the calculation of the vehicle speed V _n [km / h], the cumulative travel distance D _n [m], and the cumulative travel vector (X _n , Y _n , Z _n ) [m] obtained from the above outline, In the own vehicle position detection process according to the embodiment, GPS positioning data and MM road shape data are used. This will be described in more detail below.

As shown in FIGS. 6 and 7, in the vehicle position detection process according to the embodiment, a so-called mask process is performed on whether or not the vehicle has been started, that is, the vehicle start determination process. (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. In this case (step S106; YES), next, the current vehicle speed change amount ΔV _n [km / h] at the sampling time nT is obtained by the above equation (4) (step S107).

  Thereafter, the positioning dimension number in GPS is determined based on the received GPS radio wave and the like (steps S108 and S109). 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).

When the GPS direction reset timer has not ended (step S112; NO), the process proceeds to step S115 described later. On the other hand, 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) θs _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).

  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.

On the other hand, 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 further 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.

  Furthermore, if the GPS speed reset timer has not expired in the determination in step S118 (step S118; NO), the process proceeds to step S136 as it is.

  On the other hand, returning to the determination in steps S108 and S109 in FIG. 6, when the GPS positioning dimension number is neither “3” nor “2” (that is, when GPS radio waves cannot be received, etc .; 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).

When the MM azimuth reset timer has not ended (step S122; NO), the process proceeds to step S125 described later. On the other hand, when the MM azimuth reset timer has ended (step S122; YES) ) And setting the MM azimuth reset timer (step S123), and using the MM road azimuth data, azimuth reset (calibration) the output azimuth (absolute azimuth) θs _n-1 [equal angle] of the vehicle up to the previous time. Then, it is checked whether or not the MM position reset timer has expired (step S125).

Thereby, when the MM position reset timer has expired (step S125; YES), 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).

Next, the amount of change Δd _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).

Thereafter, using the above equations (8) to (11), the amount of change in the current travel vector of the vehicle is obtained for each component (step S139), and based on these, the above equations (12) to (14) are obtained. 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.

On the other hand, if the MM position reset timer has not expired in the determination in step S125 (step S125; NO), it is confirmed whether or not the SNS speed reset timer has expired (step S128). When the speed reset timer has expired (step S128; YES), 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).

Next, the amount of change Δd 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).

Thereafter, using the above equations (8) to (11), 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 μT (1.6 seconds) in step S008. is there.

As the vehicle stop determination process according to the embodiment, 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 μT (1.6 seconds) is stable {at least once below a predetermined standard deviation σ (eg, “0.3”)} .

II; If stop determining the sampling period μT speed detecting coil unit speed Vc _n according to the output value of the speed detection coil unit 1 (1.6 seconds) is "0 [km / h]" even once.

III: The output value of the angular velocity sensor 2 in the stop determination sampling period μT (1.6 seconds) is stable {at least once a predetermined standard deviation s (for example, 0.15) or less}.

IV: When the angular velocity sensor speed Vs _n related to the output value of the angular velocity sensor 2 in the stop determination sampling period μT (1.6 seconds) is “0 [km / h]” even once.

V; if GPS positioning is the GPS speed data Vgps _n in a two-dimensional or three-dimensional positioning state is once nor "0 [km / h]."

  Here, for example, when the sampling period T is “100 ms (0.1 second)” and the sampling number μ is “16”, the length of the stop determination sampling period μT is “1.6 seconds”.

  Then, once the stop of the vehicle is confirmed, 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 is satisfied thereafter.

While the stop of the vehicle is confirmed, 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).

  Therefore, since the stop determination following the operation of the vehicle is performed, 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.

  Next, step S008 described above will be described more specifically. As shown in FIG. 8, whether or not the vehicle has been stopped is determined as the vehicle stop determination process, that is, the vehicle stop determination is performed. It is confirmed whether or not a so-called mask process is performed on the process (step S201). If the mask process is performed (step S201; YES), the process proceeds to step S211 to be described later. If the mask processing is not performed (step S201; NO), it is confirmed whether or not the value of the vehicle stop determination period end counter (not shown) in the CPU 8 is the above-mentioned “μ (= 16)”. (Step S202).

  Then, when the value is not “μ (= 16)” (step S202; NO), the value of the vehicle stop determination period end counter is incremented by “+1” (step S203), as shown in FIG. The process proceeds to step S010 shown.

  On the other hand, in the determination of step S202, when the value of the vehicle stop determination period end counter is “μ (= 16)” (step S202; YES), the above conditions I to V are sequentially confirmed (step S204). To S210), if any one of the above conditions I to V is "YES", the process proceeds to step S211 described later, and if any of the conditions I to V is "NO", the process is directly shown in FIG. The process proceeds to step S010.

  Then, 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).

Thereafter, the vehicle speeds V _n−1 [km / h] and V _n [km / h] up to the previous time and the current time, the cumulative travel distances D _n−1 [m] and D _n up to the previous time and the current time are described above. [m], and the cumulative travel vectors (X _n−1 , Y _n−1 , Z _n−1 ) [m] and (X _n , Y _n , Z _n ) [m] up to the previous time and this time are cleared to zero, respectively. Then (steps S214 to S219), the process proceeds to step S010 shown in FIG.

Here, the process of step S008 can be started at every sampling period T as illustrated in FIG. 9, for example, the stop determination sampling period μT 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 μT 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 stop determination sampling period μT _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 εT (1.6 seconds) in step S009. is there.

As the vehicle start determination process according to the embodiment, when any one of the following five conditions is satisfied from the time when the vehicle stop determination process according to step S008 is confirmed, the vehicle is Confirm that you are starting. That is,
I: The output value of the speed detection coil unit 1 in the start determination sampling period εT (1.6 seconds) is unstable {at least once a predetermined standard deviation η (for example, “4.0”)}.

II; If start determination sampling period εT 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.

III: The output value of the angular velocity sensor 2 in the start determination sampling period εT (1.6 seconds) is unstable {at least once a predetermined standard deviation τ (for example, 2.0)}.

IV; If the angular velocity sensor speed Vs _n according to the output value of the angular velocity sensor 2 stop determination sampling period εT (1.6 seconds) is not even once "0 [km / h]."

V; if GPS positioning is the GPS speed data Vgps _n in a two-dimensional or three-dimensional positioning state not even once "0 [km / h]."

  Here, for example, when the sampling period T is “100 ms (0.1 second)” and the sampling number ε is “16”, the length of the start determination sampling period εT is “1.6 seconds”.

  Further, once the start of the vehicle is confirmed, 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.

When the start of the vehicle is confirmed, the vehicle speed V _n [km / h] and the accumulated 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.

  Next, step S009 described above will be described more specifically. As shown in FIG. 10, as the vehicle start determination process, it is determined whether or not vehicle start has been confirmed, that is, vehicle start determination. It is confirmed whether or not a so-called mask process is performed on the process (step S401). If the mask process is performed (step S401; YES), the process proceeds to step S411, which will be described later. If the mask process is not performed (step S401; NO), it is confirmed whether or not the value of the vehicle start determination period end counter (not shown) in the CPU 8 is the above-mentioned “ε (= 16)”. (Step S402).

  Then, when the value is not “ε (= 16)” (step S402; NO), the value of the vehicle start determination period end counter is incremented by “+1” (step S403), as shown in FIG. The process proceeds to step S011 shown.

  On the other hand, when the value of the vehicle start determination period end counter is “ε (= 16)” in step S402 (step S402; YES), the above conditions I to V are sequentially confirmed (step S404). To S410), if any one of the above conditions I to V is “YES”, the process proceeds to step S411, which will be described later. The process proceeds to step S011.

  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.

Moreover, 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 εT 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 εT 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 εT _m (1.6 seconds) starting from the final sampling point SP _m delayed by the sampling period T. The series of vehicle start determination processing described above is repeated m times set in advance until the start of the vehicle is confirmed.
(E) The processing of 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.

  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 λT (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. However, 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.

Here, in the embodiment, the standard deviation σr 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”. At this time, the standard deviation σr 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.

  More specifically, for example, in the case of “running at high speed on a toll road such as an expressway”, the value of the sampling frequency of disturbance geomagnetism increases in proportion to the speed, while for example, “congestion and further congestion” When the vehicle is traveling at a low speed, the value of the disturbance geomagnetic sampling frequency decreases in proportion to the speed.

Then, in the process of 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 and the average value update processing of people component force Ho _n each is determined.
(A) Constant velocity (equal angular velocity) traveling condition 1 at the time of GPS three-dimensional positioning
When all the following conditions I to VI are satisfied, the vehicle travels at a constant speed (equal angular speed).

(A) -I; vehicle speed based on GPS speed data in the average value update period λT ≧ 15.0 [km / h]
(A) -II; vehicle speed based on the output value of the speed detection coil section 1 during the average value update period λT
≧ 15.0 [km / h]
(A) -III; | acceleration |
≦ 0.3 [m / s ² ]
(A) -IV; | GPS acceleration according to GPS speed data in average value update period λT |
≦ 0.3 [km / h ・ s]
(A) −V; | angular acceleration according to the output value of the angular velocity sensor 2 during the average value update period λT |
≦ 0.3 [deg / s ² ]
(A) -VI: Geomagnetic disturbance degree due to standard deviation σr corresponding to vehicle speed during average value update period λT
≦ 1σ
(B) Constant velocity (equal angular velocity) traveling condition 2 during GPS two-dimensional positioning
When all the following conditions I to VI are satisfied, the vehicle travels at a constant speed (equal angular speed).

(B) -I; vehicle speed based on GPS speed data in the average value update period λT ≧ 30.0 [km / h]
(B) -II; vehicle speed based on the output value of the speed detection coil section 1 during the average value update period λT
≧ 30.0 [km / h]
(B) -III: | acceleration | according to the output value of the speed detection coil section 1 during the average value update period λT
≦ 0.2 [m / s ² ]
(B) -IV; | GPS acceleration according to GPS speed data in the average value update period λT |
≦ 0.2 [km / h ・ s]
(B) -V; | angular acceleration by the output value of the angular velocity sensor 2 during the average value update period λT |
≦ 0.2 [deg / s ² ]
(B) -VI: Geomagnetic disturbance degree by standard deviation σr corresponding to vehicle speed during average value update period λT
≦ 1σ
(C) Constant velocity (equal angular velocity) traveling condition 3 when GPS is not positioned
When all of the following conditions I to V are satisfied, the constant velocity (equal angular velocity) of the vehicle is determined.

(C) -I; vehicle speed based on the output value of the angular velocity sensor 2 during the average value update period λT
≧ 45.0 [km / h]
(C) -II; vehicle speed based on the output value of the speed detection coil section 1 during the average value update period λT
≧ 45.0 [km / h]
(C) -III: | acceleration | acceleration | acceleration |
≦ 0.1 [m / s ² ]
(C) -IV; | angular acceleration according to the output value of the angular velocity sensor 2 during the average value update period λT |
≦ 0.1 [deg / s ² ]
(C) -V; Geomagnetic disturbance degree by standard deviation σr corresponding to vehicle speed during average value update period λT
≦ 1σ
Then, the deflection angle .theta.o _n, dip [delta] _n and horizontal force Ho _n respectively mean value updating method of the total force H _n is the three elements of the geomagnetic (calculation method), and the above-described geomagnetic disturbances of the so-called vehicle mean value updating method of total intensity H _n of the geomagnetism for determining the speed corresponding standard deviation σr (the calculation method) will be described.

First, the average value update process of declination .theta.o _n (calculation method), at the time of the current sampling time nT, declination .theta.o _n geomagnetic every sampling period T interval _[deg / 100 ms], the above equation (28) And sequentially stored in the ring buffer 501. And, geomagnetic of polarization angle θo _{n [deg]} at the time of the current sampling time nT is, (n-9) th n-th to the polarization angle θo _{n [deg} / 100ms] ten by adding the from, it ten Divided by and averaged to be sequentially stored in the variable ring buffer 502.

Furthermore, the mean declination θoAVG _n [deg] of the geomagnetism linked to the vehicle absolute position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n ) at the sampling time nT is from (n−49) th to nth. The above declination θo _n [deg] is calculated by adding 50, dividing by 50 and averaging.

Then, the updated average deviation angle θoAVG _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. Remembered.

Next, 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 δ _{n [deg} / 100ms] is the above (19) Calculated and sequentially stored in the ring buffer 504. Then, the dip angle δ _n [deg] of the geomagnetism at the current sampling time nT is obtained by adding the above-mentioned dip angles δ _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.

Further, the mean magnetic dip δAVG _n [deg] 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 from (n−49) th to nth. The above-mentioned dip angle δ _n [deg] is calculated by adding fifty, dividing by fifty and averaging.

The updated average depression angle δAVG _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. .

Finally, all the magnetic force H _n for the average value update process of horizontal force Ho _n (calculation method) is the, GPS velocity VGPS of the vehicle at the current sampling time _{nT n [km / h / 100ms} ] horizontal force by Ho _n [A / m / 100 ms] is calculated by the above equation (27) at every sampling period T and is sequentially stored in the ring buffer 507. Then, 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.

Furthermore, 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.

  In the above description, when the sampling number λ is “50” and the sampling interval is 100 ms, the average value update period λT is 5 seconds.

In addition, for the average value update process of the total force H _n (calculation method), at the time of the current sampling time nT, 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. And the total magnetic force H _n [A / m] of geomagnetism at the sampling time nT of this time is the sum of the ten total magnetic forces H _n [A / m / 100ms] from the (n-9) th to the nth. Then, it is calculated by dividing the result by 10 and averaging, and sequentially stored in the variable ring buffer 511.

Further, 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 above calculation is performed by adding fifty total magnetic forces H _n [A / m] up to the first round, dividing the result by fifty and averaging.

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.

  Next, step S012 described above will be described in more detail with reference to FIGS. 12 and 13. As shown in FIG. 12, 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).

  When the number of positioning dimensions is three-dimensional (step S602; YES), the above conditions (a) -I to (a) -VI are sequentially confirmed (steps S603 to S607 and S618), and the above conditions ( If any one of a) -I to (a) -VI is “NO”, the process proceeds to step S622 described later. On the other hand, if all are “YES”, the CPU 8 is not shown. It is confirmed whether or not the value of the average value update period end counter has become “λ (= 50)” (step S619).

Here, as a process not shown in FIG. 12, a state in which none of steps S603 to S607 and S618 (in the case of the three-dimensional positioning state) is satisfied is, for example, the maximum of the average value update period end counter λ. When the value “λ = 50” is double, that is, when it lasts for 10 seconds or longer, as an alternative process of the process of step S621, the vehicle of the GPS positioning data in the above formulas (28), (19), and (32) by substituting the latitude and longitude data are absolute positions, and to perform declination .theta.o _n is three elements of the _{geomagnetism,} the process of updating the average value of s horizontal force Ho _n husband dip [delta] _n and the total force H _n Become.

Accordingly, when the value is "lambda (= 50)" (step S619; YES), the m-th in people horizontal force Ho _n each declination .theta.o _n, dip [delta] _n and the total force _{H n} Is updated as a new average value (step S621), and the process proceeds to step S013 shown in FIG.

  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.

  Furthermore, in the determination of step S619, when the value of the average value update period end counter is not “λ (= 50)” (step S619; NO), the value of the average value update period end counter is set to “+1”. "Is incremented (step S620), and the process proceeds to step S013 shown in FIG.

  On the other hand, if the GPS positioning dimension number is not three-dimensional in the determination of step S602 (step S602; NO), it is next confirmed 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.

  Here, as a process not shown in FIG. 12, 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.

  Further, in the determination in step S608, when the GPS positioning dimension is not two-dimensional (that is, in a positioning impossible state) (step S608; NO), as shown in FIG. 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.

  Here, as a process not shown in FIG. 12 and FIG. 13, when the state in which none of steps S614 to S618 (in the case of the non-positioning state) is satisfied in the same manner as described above, the angular velocity sensor 2 Using the latitude and longitude data, which are the absolute position of the vehicle based on the output value, the substitution process described above for step S621 is performed.

Further, the process of 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 λT 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 conditions shown in FIGS. 12 and 13 during the average value update period λT ₁ (5.0 seconds) from the constant velocity straight line (equal angular velocity) travel disturbance determination timing LD ₁ , that is, steps S603 to S607 and S618. (In the case of the three-dimensional positioning state), points where steps S609 to S613 and S618 (in the case of the two-dimensional positioning state) and steps S614 to S618 (in the case of the non-positioning state) are no longer satisfied are constant velocity straight lines (etc. In the case of angular velocity) travel disturbance determination timing LD _m , (m−1) a new average value update period λT _m (5. 5) started from a constant velocity straight line (constant angular velocity) travel disturbance determination timing LD _m delayed by the sampling period T. A similar determination is made during 0 second). The average value updating process due to the series of disturbances described above is repeated until the stop of the vehicle is confirmed by the stop determination process of the vehicle according to step S008 described in detail in (C) above.

  Next, each operation of the ring buffers 501, 502, 504, 505, 507, and 508 and the distribution data areas 503, 506, and 509 used for the update process of the average value of the three geomagnetism elements due to the disturbance will be described.

First, in the ring buffer 501 with tens of samplings, the vehicle absolute position (latitude LatCoil _n , longitude LonCoil _n , current time) at the current sampling time nT obtained by the above equation (28) at every sampling cycle T (= 100 ms) interval. advanced AltCoil _n) of, when the latitude LatCoil _n and longitude LonCoil _n and corresponding geomagnetic declination θo _{n [deg} / 100ms] is stored as the latest data, is shifted one by one data within the ring buffer 501 first The tenth data is lost.

Further, as described above, when the first to tenth sampling data of several tens are added and averaged, the vehicle absolute position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n at the current sampling time nT is obtained. ) and 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) Is stored as

Next, in the variable ring buffer 502, the geomagnetic declination θo [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 θo _{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.

Furthermore, at every sampling period T (= 100 ms) intervals, 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 θo _n [deg] When the averaging process is performed by adding fifty first to fifty sampling numbers corresponding to a period (for example, 5.0 seconds), the vehicle absolute position at the current sampling time nT (latitude LatCoil _n , The mean declination θoAVG _n [deg] of the geomagnetism linked to the longitude LonCoil _n and the altitude AltCoil _n ) is calculated.

And, for example, if any value of the geomagnetic mean declination θoAVG _n [deg] linked with the absolute vehicle position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n ) has changed significantly, At the set interval, it is stored in a nonvolatile manner as the latest data in the declination distribution data area 503 in the hard disk DK2.

Here, in the declination distribution data area 503, the absolute position of the vehicle (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n ) and the average declination θoAVG _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.

Next, in the ring buffer 504 with several tens of samplings, the vehicle absolute position (latitude LatCoil _n , longitude LonCoil at the current sampling time nT acquired by the above equation (19) at every sampling cycle T (= 100 ms) interval. _n , altitude AltCoil _n ), the latitude LatCoil _n and the longitude LonCoil _n and the corresponding geomagnetic dip δ _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.

Further, as described above, when the first to tenth sampling data of several tens are added and averaged, the vehicle absolute position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n at the current sampling time nT is obtained. ) And the geomagnetic dip angle δ _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.

Next, in the variable ring buffer 505, the geomagnetic dip δ [deg / deg.] According to the vehicle absolute position (latitude LatCoil, longitude LonCoil) stored in the ring buffer 504 at every sampling period T (= 100 ms). If the geomagnetic dip angle δ _n [deg] corresponding to the absolute vehicle position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n ) at the current sampling time nT calculated from 100 ms] is stored as the latest data, it will change In the type ring buffer 505, data is shifted one by one, and the oldest (for example, 128th) data is lost.

Further, for every sampling period T (= 100 ms), a certain period from the geomagnetic depression angle δ _n [deg] corresponding to the vehicle absolute position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n ) at the current sampling time nT. When the averaging process is performed by adding fifty first to fifty sampling numbers corresponding to (for example, 5.0 seconds), the vehicle absolute position at the current sampling time nT (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n ) and the geomagnetic mean deflection angle δAVG _n [deg] are calculated.

And, for example, if any value of the geomagnetic mean inclination δAVG _n [deg] linked with the absolute vehicle position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n ) has changed significantly, it is set in advance. At a set interval, the dip angle distribution data area 506 in the hard disk DK2 is stored in a nonvolatile manner as the latest data.

Here, in the dip angle distribution data area 506, the absolute position of the vehicle (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n ) and the average dip angle δAVG _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.

Finally, in the ring buffer 507 with tens of samplings, the vehicle absolute position (latitude LatCoil _n , longitude LonCoil at the current sampling time nT obtained by the above equation (27) at every sampling cycle T (= 100 ms) interval. _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 When stored as the latest data, the data is shifted one by one in the ring buffer 507 and the tenth data is lost.

Further, as described above, when the first to tenth sampling data of several tens are added and averaged, the vehicle absolute position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n at the current sampling time nT is obtained. ) and 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).

Next, in the variable ring buffer 508, 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). [a / m / 100ms] vehicle absolute position (latitude LatCoil _n, longitude LonCoil _n, altitude AltCoil _n) with the corresponding vehicle in horizontal force Ho [a / m / 100ms] this time sampling time nT, which is calculated from the of the GPS velocity VGPS _{n [km} / h] due to horizontal force Ho _{n [a} / m] of the total force H _n of the geomagnetism _[a / m] is stored as the latest data, within variable-ring buffer 508 The data is shifted one by one, and the oldest (for example, 128th) data is lost.

Furthermore, 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 the total magnetic force H _n [A / m] of the geomagnetism based on the GPS speed VGPS _n [km / h] of the vehicle linked to the absolute vehicle position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n) at the sampling time nT The component force HoAVG _n [A / m] is calculated.

And, for example, 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.

Here, in the horizontal component force distribution data area 509, the vehicle absolute position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n ) and 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.

  Subsequently, each operation of the ring buffers 510 and 511 and the distribution data area 512 used for the calculation processing of the degree of geomagnetic disturbance, so-called standard deviation σr for vehicle speed, will be described.

First, in the ring buffer 510 with several tens of samplings, the vehicle absolute position (latitude LatCoil _n , longitude LonCoil _n , current time) at the current sampling time nT obtained by the above equation (34) at every sampling cycle T (= 100 ms) interval. If the total magnetic force H _n [A / m / 100ms] corresponding to the latitude LatCoil _n and longitude LonCoil _n is stored as the latest data in the altitude AltCoil _n ), the data is shifted by one in the ring buffer 510. The 10th data is lost.

Further, as described above, when the first to tenth sampling data of several tens are added and averaged, the vehicle absolute position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n at the current sampling time nT is obtained. ) And 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.

Next, in the variable ring buffer 511, 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.

Furthermore, 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.

And, for example, if any value of the geomagnetic mean total magnetic force HAVG _n [A / m] linked with the absolute vehicle position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n ) changes significantly At a preset interval, it is stored in a nonvolatile manner as the latest data in the total magnetic force distribution data area 512 in the hard disk DK2.

Here, in the total magnetic force distribution data area 512, the vehicle absolute position (latitude LatCoil _n , longitude LonCoil _n , altitude AltCoil _n ) and the average total magnetic force HAVG _n [A / m] is stored in a nonvolatile manner as a pair and as the latest data.
(F) Processing of Step S013 Next, the vehicle traveling state estimation processing in the GPS non-positioning state according to Step S013 will be specifically described below.

Normally, while the GPS continues normal positioning, if the vehicle speed, position, and direction are reset (calibrated) as appropriate at appropriate time intervals, 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 to calculate the vehicle speed V _n [km / h], and when the speed V _n [km / h] is integrated once again, the vehicle travel distance D _n [m] per unit time is calculated. ] Is calculated.

This time, the amount of change Δθs _n [equal angle] of the relative azimuth of the vehicle per unit time based on the output value of the angular velocity sensor 2 is accumulated in the previous output azimuth (absolute direction) θs _n−1 [equal angle]. Output azimuth (absolute azimuth) θs _n [divided angle], the acquired current road slope angle θG _n [deg], and the travel distance D _n [m], the travel vector (X _n , Y _n , Z _n ) [m] is calculated.

Finally, 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). During the period, from the bearing reset (calibration) to the next bearing reset (calibration), from the speed reset (calibration) to the next position reset (calibration), from the speed reset (calibration) to the next bearing reset (calibration) , Between 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 GPS non-positioning state duration.

  In addition, when using estimation processing as an example of the above-described application, the reset (calibration) is frequently performed at a time interval (for example, every 1 second) at which the vehicle is reset (calibrated) frequently. When set to perform (calibration) processing, the navigation device S using only GPS navigation can be realized in appearance.

  In addition, the combination of the self-contained navigation using the speed detection coil unit 1 and the GPS navigation eliminates the troublesomeness 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.

  In order to perform such combination effectively, calculation processing based on the output value of the speed detection coil unit 1 and the output value of the angular velocity sensor 2 is performed with high accuracy while the GPS continues normal positioning. In addition, it is necessary to sufficiently perform (or converge or learn) various corrections for them.

  Therefore, in the present embodiment, 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 with higher accuracy.

  Next, actual estimation processing will be described.

  In the vehicle state estimation process according to the embodiment, first, during the GPS non-positioning state continuation period, the accurate absolute position of the vehicle cannot be known. For this reason, the position reset (calibration) process by MM road shape data mentioned later (refer FIG.5 S016) can be used.

  That is, first, four elements are used: a node (or shape point) having coordinates at an arbitrary point on the MM road shape data, a link connecting adjacent nodes, an intersection, and a road connecting intersections.

  When performing the MM, the MM is performed by vertical pulling with a perpendicular to the link from the current absolute position of the vehicle, and the positions of the nodes before and after the MM are reset (calibrated) at time intervals proportional to the vehicle speed.

  In addition, MM is performed by pulling the intersection of 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.

In addition, 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.

  In addition, during the GPS non-positioning state continuation period, it is impossible to know the exact absolute direction of the vehicle.

For this purpose, the output azimuth (absolute azimuth) θs _n [equal angle] based on the output value of the angular velocity sensor 2 described later (see step S018 in FIG. 5) is set at a time interval proportional to the vehicle speed. Reset (calibrate) the direction to the MM road direction data of the data.

  However, it is valid only for on-loading and there is no data for off-loading. For this reason, in order not to make a mistake between on-road and off-road, it is necessary to increase the direction of azimuth reset (calibration) more than during the GPS positioning state duration.

Finally, during the GPS non-positioning state duration, it is proportional to the vehicle speed by the GPS speed data VGPS _n [km / h] Vref [km / h] and the previous vehicle speed V _n-1 [km / h] Weighted initial speed V ₀ [km / h] with the selected variable (speed variable update coefficient Sp _n ), and vehicle speed V _n−1 [km] until the previous time at a time interval (SNS speed reset timer) proportional to the vehicle speed. / h] cannot be reset (calibrated).

For this purpose, 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 traveling state is a constant angular acceleration rotational motion, which will be described later (see step S015 in FIG. 5). ] Is used to reset the vehicle speed V _n-1 [km / h] up to the previous time during the non-GPS positioning state duration (calibration).

  Next, the estimation process according to the embodiment will be described more specifically.

  In order to obtain vehicle speed information during the GPS positioning state duration, 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.

  Here, the correspondence relationship between the uniform acceleration linear motion (linear motion) based on the output value of the velocity detection coil unit 1 and the uniform angular acceleration rotational motion (rotational motion) based on the output value of the angular velocity sensor 2 is shown at the sampling time nT. Is described in [Table 1] below.

In addition, based on the above correspondence relationship, the tangential acceleration As _n [m / s] of the vehicle at this time at the sampling time nT in the equiangular acceleration rotational motion (rotational motion) calculated using the output value of the angular velocity sensor 2. ² ], the unit-converted linear velocity Vs _n [km / h] and travel distance change Δds _n [m] are described below.

Tangential acceleration (angular velocity sensor acceleration): As _n = Pk _n−1 × R _n−1 × Δω _n
(The unit is [m / s ² ] = [m] × [rad./s ² ] = [m] × [1 / s ² ], and Δω _n is the angular acceleration [rad./s ² ]. )
Linear velocity (angular velocity sensor velocity): Vs _n = Pk _n−1 × R _n−1 × ω _n
(The unit is [m / s] = [m] × [rad./s] = [m] × [1 / s], and ω _n is the angular velocity [rad./s].)
Travel distance change amount: Δds _n = Pk _n−1 × R _n−1 × Δθ _n
(The unit is [m] = [m] × [rad.] = [M] × [1], and Δθ _n is the angle change [rad.].)
Rotation correction coefficient: Pk _n = Pk _n-1 ± φ
(Unit [1]:. Rad is absolute number, R _n is the rotation radius [m], n this time, n-1 denotes the previous.)
Note that the tangential acceleration As _n [m / s ² ], unit-converted linear velocity Vs _n [km / h], travel distance change amount Δds _n [m], road surface inclination angle calculation processing and rotation when GPS is not measured a permanent learning processing of the correction coefficient Pk _n, by also performed at the time of GPS positioning is not limited to GPS time non positioning, acceleration a _{n [m} / s ^2] by the output value of the speed detection coil unit 1, the speed V _{n [km} / h], the travel distance change Δd _n [m] and the road surface inclination angle can be corrected based on the GPS speed data, and the convergence state of the rotation correction coefficient _{P k n} follows the traveling state of the vehicle.
(G) Processing of Step S014 Next, the road surface inclination angle calculation processing according to Step S014 will be specifically described with reference to FIG. FIG. 15 is a diagram for explaining the calculation process of the road surface inclination angle.

  The road surface inclination angle calculation process at the time of GPS positioning will be described with reference to FIGS. 15 (a) and 15 (b).

At the time of GPS positioning, 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 period T (for example, 100 ms) and Based on the vertical (y) direction VGPSy _n [km / h], the road surface inclination angle θG _n [rad.] At the current sampling time nT is calculated based on FIG.

  That is, the speed information is obtained by changing the horizontal (x) direction speed data VGPSx [km / h] and the vertical (y) direction based on a 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.

Thus, the road slope angle θG _n [rad.] At the current sampling time nT is
tanθG _n = VGPSy _n / VGPSx _n
However, (−π / 2) <θG _n [rad.] <(Π / 2)
Is calculated as

Here, since there is no inverse function in the trigonometric function, for example, when one y value is determined when y = tanx, a plurality of x values are determined, so that the mapping is not one-to-one correspondence. However, by designating the range of x in the portion of “monotonically increasing” or “monotonously decreasing” within the period π, there is a one-to-one mapping and an inverse function exists. Therefore, from FIG.
θG _n [rad.] = tan ⁻¹ (VGPSy _n / VGPSx _n )
_{= Arctan (VGPSy n / VGPSx n} )
= Atan (VGPSy _n / VGPSx _n )
However, (−π / 2) <θG _n [rad.] <(Π / 2)
(−π / 2) <θG _n [rad.] <0: Downhill road surface 0 <θG _n [rad.] <(Π / 2): Road slope angle θG _n during GPS positioning as an uphill road surface Can be calculated.

  Here, the operations of the ring buffers 101 and 102 and the ring buffer 103 related to them will be briefly described.

First, regarding the ring buffer 101, 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 When 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.

Then, when the averaging processing is performed by adding the first to tenth dozens of sampling data, the horizontal (x) direction VGPSx _n [GPS speed VGPS _n [km / h] at the current sampling time nT. km / h] is calculated.

Thus, 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 θG _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 θG _n [rad.].

  Note that the update interval of GPS positioning data is 1 second, which is the same even when non-positioning.

Then, per the ring buffer 102, vertical GPS velocity _{VGPS n [km / h / 100ms} ] Current acquired every sampling period T interval during the sampling time nT (y) direction _{VGPSy n [km / h / 100ms} ] is When the latest data is stored in the tens of sampling ring buffers 102, the data is shifted one by one in the ring buffer 102 and the tenth data disappears from the ring buffer 102.

Then, when the averaging processing is performed by adding the first to tenth dozens of sampling data, the vertical (y) direction VGPSy _n [GPS speed VGPS _n [km / h] at the current sampling time nT. km / h] is calculated.

Therefore, the vertical (y) direction VGPSy 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 described above in _[km / h] The road surface inclination angle θG _n [rad.] Is calculated from the horizontal (x) direction VGPSx _n [km / h].

Next, for the ring buffer 103, the road surface inclination angle θG _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.

Then, with respect to the road surface inclination angle θG _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 θGAVG _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.

Based on the output value of the speed detection coil unit 1 by the processing of steps S004 and S006 described above, 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.

And as the speed reset (calibration) processing, other speed detection devices such as highly reliable GPS speed data (things that are not electrically connected other than power supply to the vehicle on which the navigation device S is mounted) By using Vref [km / h] as the detected vehicle speed V _n [km / h], the previous vehicle speed V _n−1 [km / h] is set in advance. The initial speed V ₀ [km / h] of the vehicle is calculated (corrected later) by appropriately calibrating (resetting) at regular time intervals.

Next, the following correction conditions I and II are used as specific correction conditions.
Correction condition I: Positioning information, accuracy information, and GPS bearing data among 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 Correction conditions are determined based on data such as information, vehicle travel information, and GPS speed data information.
(A) 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.
(E) The number of captured satellites is 6 or more.
(F) The error major axis radius LAXIS, error minor axis radius SAXIS, and error major axis slope ANGL of the positioning error information are small.
(G) The vehicle is traveling forward. That is, the polarity of the speed detection coil section speed is positive.
(H) The difference between four consecutive GPS orientation data is 0.9 [deg] or less.
(I) The angular velocity calculated using the output value of the angular velocity sensor 2 ≦ 2.0 [deg / s] (that is, during straight traveling).
(J) At least 4.0 seconds have passed since the turn or turn.
(K) PDOP (horizontal and vertical accuracy) <4.0. (PDOP: HDOP and VDOP synthesis accuracy degradation coefficient)
(L) | Speed detection coil section-GPS | Speed ≦ 5.0 [km / h].
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.
(A) 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).
(H) At least 4.0 seconds have passed after the turn or turn.

  Next, the correction process when the above correction condition is satisfied will be specifically described with reference to FIG.

As the correction processing, calculation processing shown in the following equation (20) is performed, and the initial speed of the vehicle at the sampling time nT is set to V ₀ [km / h].

_{V 0 = Sp n × Vref +} (1-Sp n) × V n-1 ... (20)
In the above (20), Sp _n is the variable speed update coefficient, as shown in FIG. 16, is calculated by the following equation (21) and (22).

Sp _n = Vref / 45 (0 ≦ Vref <45 [km / h]) (21)
Sp _n = 1.0 (45 [km / h] ≦ Vref) (22)
Here, the variable speed update coefficient Sp _n is a variable proportional to the speed of the vehicle. As shown in FIG. 16, when Vref is less than 45 [km / h], the speed variable update coefficient Sp _n is predetermined within the range of 0 ≦ Sp _n <1. When the Vref is 45 [km / h] or more, Sp _n = 1 is fixed. Furthermore, when the vehicle stops (Vref = 0 [km / h]), Sp _n = 0.

Thus, the initial velocity V _{0 [km} / h] of the vehicle, Sp _{n =} 0, the based on the output value of the speed detection coil unit 1, the calculated velocity V _{n-1 [miles} of vehicle up to the previous time / h]. When Sp _n = 1, it is equal to Vref [km / h], which is the vehicle speed V _n [km / h] detected by the other speed detection device.

  In other words, when the vehicle speed Vref is 45 [km / h] or higher, speed data obtained by highly reliable GPS positioning or the like is used, but when it is less than 45 [km / h], GPS data is transmitted at a predetermined rate. Add speed data from positioning and reset the speed (calibration).

Here, as described above, “the vehicle speed V _n−1 [km / h] up to the previous time is appropriately calibrated (reset) at a preset time interval, and the vehicle initial speed V ₀ [km / h] “h] is calculated”, for example, when the sampling number n is 100 times, the sampling period T is 100 ms, and the speed variable update coefficient is Sp _n , the “preset time interval” is:
_{Sp n × n × T = 10Sp} n ... (23)
It becomes. And according to the above equations (21) and (22), equation (23) is
10Sp _n = 10 (Vref / 45) [s] (0 ≦ Vref <45 [km / h]) (24)
10Sp _n = 10 [s] (45 [km / h] ≦ Vref) (25)
Here, Vref [km / h] is the current GPS speed VGPS _n [km / h] during the GPS positioning duration, and the current angular velocity sensor speed Vs _n [km / h] during the non-GPS positioning duration. (Where Vref = V _n ).

When the calculated vehicle speed V _n-1 [km / h] up to the previous time is calibrated (reset) based on the output value of the speed detection coil unit 1, the sampling time nT at that time is zero ( Sampling time 0T), the vehicle speed V ₁ [km / h] and cumulative travel distance D ₁ [m] from the next sampling time 1T are:
A ₁ = (1000/3600) × C _y × (Vc ₁ −Vc ₀ ) (37)
V ₁ = (3600/1000) × A ₁ × T + V ₀ (26)
Δd ₁ = (1/2) × A ₁ × T ² + (1000/3600) × V ₀ × T (29)
D ₁ = Δd ₁ + D ₀ (31)
(See steps S131 to S133 in FIG. 7). However, D ₀ [m] is the cumulative travel distance D _n−1 [m] of the vehicle up to the previous time when the vehicle speed V _n−1 [km / h] up to the previous time is calibrated (reset).

In the case of the above correction condition I, during the GPS positioning continuation period, the time proportional to the vehicle speed calculated by the above equations (24) and (25) is defined as the GPS velocity data VGPS _n [km / h]. Set to the GPS speed reset timer at the time of speed reset (calibration) by Vref [km / h] and use the initial speed V ₀ [km / h] to the speed of the previous vehicle speed V _n-1 [km / h] Reset (calibration) is performed (see steps S118 to S120 in FIG. 7).

On the other hand, in the case of the above correction condition II, during the GPS non-positioning continuation period, it is proportional to the vehicle speed calculated by the above equations (24) and (25), assuming that the vehicle running state is an equiangular acceleration rotational motion. The time is set in the SNS speed reset timer and Vref [km / h] is set as the angular speed sensor speed Vs _n [km / h] calculated from the output value of the angular speed sensor 2, and the vehicle speed V _n− up to the previous time. _{1 [km} / h], and the variable speed update coefficient Sp _n proportional to vehicle speed, a by the expression (20) to (22) below the initial velocity V ₀ calculated in the weighting processing in _[km / h] The speed reset (calibration) of the vehicle speed V _n−1 [km / h] up to the previous time is performed (see steps S128 to S130 in FIG. 7).
(J) Processing of Step S016 Next, the position reset (calibration) processing according to Step S016 will be specifically described below.

When the GPS returns from the non-positioning state to the positioning state, 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. ) To reset the position (calibration) to the point indicated by the absolute position information data (latitude LatGPS _n , longitude LonGPS _n , and altitude AltGPS _n ) detected by.

This is based on the output value of the speed detection coil unit 1 by the processing of steps S004 and S006 described above, and the integration error and accumulation of the calculated vehicle speed V _n [km / h] and the accumulated travel distance D _n [m]. This is because it is necessary to perform a process for absorbing calculation errors by preventing occurrence of errors and assuming that the running state of the vehicle is equal acceleration linear motion.

Next, the following correction conditions I and II are used as specific correction conditions.
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.
(A) 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.
(E) The number of captured satellites is 6 or more.
(F) The error major axis radius LAXIS, error minor axis radius SAXIS, and error major axis slope ANGL of the positioning error information are small.
(G) The vehicle is traveling forward. That is, the polarity of the speed detection coil section speed is positive.
(H) 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.
(J) PDOP (horizontal and vertical accuracy) <4.0. (PDOP: HDOP and VDOP synthesis accuracy degradation coefficient)
(K) 45.0 [km / h] ≦ GPS speed data.
(L) 45.0 [km / h] ≦ speed detection coil section speed.
(M) | Speed detection coil section−GPS | Speed ≦ 10.0 [km / h].
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.
(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).
(H) At least 4.0 seconds have passed after the turn or turn.
(I) 0.0 [km / h] <angular velocity sensor speed.
(J) 0.0 [km / h] <speed detection coil section speed.

  Next, the correction process when the above correction condition is satisfied will be specifically described below.

In the case of the above correction condition I or II, as the correction process, 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 accumulated travel distance D _n-1 [m] calculated per unit time calculated using the output value of the speed detection coil unit 1 and the output direction accumulated per unit time calculated using the output value of the angular velocity sensor 2 (Absolute direction) θs _n−1 [equal angle] and the vehicle road inclination angle θG _n−1 [deg] calculated using the GPS speed data (X _{n− 1} , Y _n-1 , Z _n-1 ) [m] accumulated vehicle absolute position (latitude LatCoil _n-1 , longitude LonCiol _n-1 , altitude AltCoil _n-1 ), GPS positioning from non-positioning state At sampling time nT immediately after switching to the state Of the latest (first) GPS positioning data in, the position reset (calibration) is performed only once using the absolute position information data (latitude LatGPS _n , longitude LonGPS _n , altitude AltGPS _n ) of the vehicle, and the GPS position reset flag is set Zero clear is performed (see steps S115 to S117 and step S121 in FIG. 7).

After that, from the sampling time (n + 1) T, other speed detection devices such as highly reliable GPS speed data (things that are not electrically connected except for power supply to the vehicle on which the navigation device S is mounted) Vref [km / h], which is the vehicle speed V _n [km / h] detected by the above, is used to set the vehicle speed V _n-1 [km / h] up to the previous time. The initial speed V ₀ [km / h] of the vehicle is calculated by appropriately calibrating (resetting) the time interval (GPS speed reset timer).

  On the other hand, in the case of the above correction condition III, during the GPS non-positioning continuation period, 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).

For example, if the sampling number n is 100 times, the sampling period T is 100 ms, and the speed variable update coefficient is Sp _n , the time interval proportional to the vehicle speed is
10Sp _n = 10 (V _n / 45) [s] (0 ≦ V _n <45 [km / h]) (35)
10Sp _n = 10 [s] (45 [km / h] ≦ V _n ) (36)
Here, V _n [km / h] is the current GPS speed VGPS _n [km / h] during the GPS positioning duration, and the current angular velocity sensor speed Vs _n [km / h] during the GPS non-positioning duration. ] (Where 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 continuation period (see step S111 in FIG. 6).

  During the GPS non-positioning continuation period, the MM position reset timer is set at the time of position reset (calibration) at an intersection or a node before and after the MM.

Thereafter, when the MM position reset timer ends, 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) θs _n-1 [equal angle] accumulated per unit time according to the value and the vehicle road surface inclination angle θG _n-1 [deg] calculated using the GPS speed data are calculated. travel vector _{(X n-1, Y n} -1, Z n-1) absolute position of the vehicle by accumulating the [m] (latitude LatCoil _n-1, longitude LonCoil _n-1, highly AltCoil _n-1) a, Reset the position (calibration) to the absolute position (latitude LatMM _n , longitude LonMM _n , altitude AltMM _n ) of the vehicle by the coordinate transformation of the nodes or intersections before and after the MM at the current sampling time nT, and newly reset the MM position reset timer Set (See steps S125 to S127 in FIG. 7).
(K) Processing at Step S018 Next, the azimuth reset (calibration) processing according to Step S018 will be specifically described below.

In the processing of steps S004 and S006 described above, the integration of the vehicle speed V _n [km / h] and the cumulative travel distance D _n [m] calculated based on the output value of the speed detection coil unit 1 by the processing. It is necessary to carry out a calculation error absorption process by preventing the occurrence of errors and cumulative errors, and assuming that the running state of the vehicle is equal acceleration linear motion.

Further, the change amount Δθs _n [equal angle] of the relative azimuth of the vehicle per unit time based on the output value of the angular velocity sensor 2 is changed to the output azimuth (absolute direction) θs _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).

As one of the methods, in 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) θs _n−1 [ The azimuth angle] is azimuth reset (calibrated) at a preset time interval to calculate the vehicle output azimuth (absolute azimuth) θs ₀ [equal angle].

Next, the following correction conditions I to III are used as specific correction conditions.
Correction condition I: Positioning information, accuracy information, and GPS bearing data among 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 Correction conditions are determined based on data such as information and vehicle travel information.
(A) 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.
(E) The number of captured satellites is 6 or more.
(F) The error major axis radius LAXIS, error minor axis radius SAXIS, and error major axis slope ANGL of the positioning error information are small.
(G) The vehicle is traveling forward. That is, the polarity of the speed detection coil section speed is positive.
(H) The difference between four consecutive GPS orientation data is 0.9 [deg] or less.
(I) The angular velocity calculated using the output value of the angular velocity sensor 2 ≦ 2.0 [deg / s] (during straight running).
(J) 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. There is.
(L) PDOP (horizontal and vertical accuracy) <4.0. (PDOP: HDOP and VDOP synthesis accuracy degradation coefficient)
(M) 45.0 [km / h] ≦ GPS speed data.
(N) 45.0 [km / h] ≦ speed detection coil section speed.
(O) | Speed detection coil section−GPS | Speed ≦ 10.0 [km / h].
-Correction condition II: When the period that does not coincide with the above correction condition I according to various information of GPS positioning data during the GPS positioning continuation period is long, among the MM road shape data of the past 4 packets from the current sampling time nT, 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.
(A) The reliability index continuously four times is A000H 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 1.0 [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 ≦ 2.5 [deg / s] (during straight traveling).
(H) At least 4.0 seconds have passed after the turn or turn.
(I) The first reliability timer (3 minutes), the second reliability timer (2 minutes), and the third reliability timer (1 minute) of the angular velocity sensor azimuth reset (calibration) based on GPS azimuth data are all zero. There is.
(J) PDOP (horizontal and vertical accuracy) <4.0. (PDOP: HDOP and VDOP synthesis accuracy degradation coefficient)
(K) 0.0 [km / h] <GPS speed data <45.0 [km / h].
(L) 0.0 [km / h] <speed detection coil section speed <45.0 [km / h].
(M) | Speed detection coil section−GPS | Speed ≦ 10.0 [km / h].
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.
(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).
(H) At least 4.0 seconds have passed after the turn or turn.
(I) The first reliability timer (3 minutes), the second reliability timer (2 minutes), and the third reliability timer (1 minute) of the angular velocity sensor azimuth reset (calibration) based on GPS azimuth data are all zero. There is.
(J) 0.0 [km / h] <angular velocity sensor speed.
(K) 0.0 [km / h] <speed detection coil section speed.

  Next, the correction process when the above correction condition is satisfied will be specifically described below.

First, in the case of the above correction condition I, all 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 are all 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) θs _n−1 [equal angle] is performed (see steps S112 to S114 in FIG. 6).

On the other hand, in the case of the correction condition II, 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. In the case where the period during which the time period is not long is reached, when the MM road shape data of the past four packets from the current sampling time nT all match the correction condition II, 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) θs _n-1 [divided angle] Is reset (calibration) (see steps S112 to S114 in FIG. 6).

Finally, in the case of the above correction condition III, 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) θs _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 σ, s, η, and τ used in the vehicle position detection process according to the above embodiment will be described.

First, regarding the standard deviations s and τ related to the vehicle stop determination process and the start determination process in steps S008 and S009 described above, the angular velocity sensor 2 at the current sampling time nT calculated every sampling period T interval is used. Of the hundreds of samples in the ring buffer 301 in which 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 The data average value gy ′ [LSB] is calculated.

  On the other hand, the standard deviations s and τ are

Is required.

  Therefore, when substituting equation (a) into equation (a), the standard deviations s and τ at the current sampling time nT are

It becomes.

Next, with respect to the standard deviations σ and η related to the vehicle stop determination process and the start determination process in steps S008 and S009 described above, 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 ′ [LSB] are calculated.

  On the other hand, the standard deviations σ and η are

Is required.

  Therefore, when (C) is substituted into (D), the standard deviations σ and η at the current sampling time nT are

It becomes.

Furthermore, (horizontal force Ho _n of the total magnetic force H _n, declination .theta.o _n and dip [delta] _n) disturbance geomagnetic three elements according to step S012 described above for standard deviations σr according to the average value update processing, the sampling period T The number of samples corresponding to the vehicle speed in the variable ring buffer 511 in which the total magnetic force H _n [A / m] of the geomagnetism at the current sampling time nT calculated for each interval is stored as the latest data, for example, 128 In the case of [km / h], the standard deviation σr is 128 by the first to 128th.

となる。
（Ｍ）各リングバッファにおける動作について
次に、上述した一連の自車位置検出処理に供されるリングバッファ４００乃至４０４、並びにリングバッファ３０１乃至３０４における動作について説明する。

It becomes.
(M) Operations in Each Ring Buffer Next, operations in the ring buffers 400 to 404 and the ring buffers 301 to 304 used for the series of vehicle position detection processing described above will be described.

  First, the operation of the ring buffers 400 to 404 will be described.

In the ring buffer 400 with the sampling number of 50, A / D conversion processing and averaging processing of the output value of the speed detection coil unit 1 are performed according to the above-described contents every sampling cycle T (= 100 ms). When 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.

  On the other hand, at every sampling cycle T (= 100 ms), 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. Then, the standard deviations σ and η are calculated based on the output value of the speed detection coil unit 1 according to the processing content of S009.

Then, within the sampling number twenty rings buffer 401, at every sampling period T (= 100 ms) intervals, detection speed Vc _n of the vehicle at the current sampling time nT _[km / h / 100ms] is a latest data When stored, the data is shifted one by one in the ring buffer 401 and the twentieth data is lost.

When the averaging process by adding the first-th through tenth th sampling dozens of data, detection speed Vc _n of the vehicle at the current sampling time nT _[km / h] is calculated, the sampling number five The latest data is stored in ten ring buffers 402.

On the other hand, when the eleventh to twentieth sampling data of tens are added and averaged, the vehicle detection speed Vc _n− at the sampling time (n−10) T one second before the present time. ₁₀ [km / h] is calculated.

Therefore, when the subtraction to the unit converts the detected speed _{Vc n-10 [km / h} ] from the detected speed Vc _{n [km} / h], the amount of change in the detected speed Vc _{n [km} / h] at the current sampling time nT The actual acceleration A _n [m / s ² ] of the vehicle is calculated and stored as the latest data in the ring buffer 403 with 50 samplings.

Then, within the sampling number fifty of the ring buffer 402, at every sampling period T (= 100 ms) intervals, detection speed Vc _n of the vehicle at the current sampling time nT _[km / h] is stored as the latest data Then, the data is shifted one by one in the ring buffer 402 and the 50th data is lost.

Next, the first-th detection speed of the current of the vehicle at the time of the sampling time nT Vc _{n [km} / h] from the eleventh th current than one second before the sampling time (n-10) in the ring buffer 402 T The detected vehicle speed Vc _n-10 [km / h] at the time is subtracted.

Thus, the actual acceleration A _n of the vehicle is detected speed variation of Vc _{n [km} / h] of the vehicle at the time of current sampling time nT _[m / s ^2] is calculated, the sampling number fifty ring buffer The latest data is stored in 403.

Further, at every sampling period T (= 100 ms), based on the actual acceleration A _n [m / s ² ] of the first vehicle in the ring buffer 403, the actual vehicle speed V at the current sampling time nT. _n [km / h] is calculated and stored as the latest data in the ring buffer 404 with 50 samplings.

Next, in the ring buffer 403 with 50 samplings, the actual acceleration A _n [m / s ² ] of the vehicle is stored as the latest data in the ring buffer 403 at every sampling period T (= 100 ms). In the ring buffer 403, the data is shifted one by one and the 50th data is lost.

Then, with respect to the actual acceleration A _n [m / s ² ] of the vehicle, 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 | AAVG _n | [m / s ² ].

Further, at every sampling period T (= 100 ms), based on the actual acceleration A _n [m / s ² ] of the first vehicle in the ring buffer 403, the actual vehicle speed V _n at the current sampling time nT. [km / h] is calculated and stored as the latest data in the ring buffer 404 with 50 samplings.

Finally, in the ring buffer 404 with 50 samplings, when the actual vehicle speed V _n [km / h] is stored as the latest data in the ring buffer 404 at every sampling period T (= 100 ms). In the ring buffer 404, the data is shifted one by one and the 50th data is lost.

Then, with respect to the actual vehicle speed V _n [km / h] at the current sampling time nT, an average value of all the sampling numbers in the ring buffer 404 is calculated, and this is calculated as the average actual vehicle speed VAVG _n [ km / h] and its absolute value | VAVG _n | [km / h].

On the other hand, at every sampling period T (= 100 ms), the vehicle actual acceleration A _n [m / s ² ] at the current sampling time nT with the first in the ring buffer 403 as the latest data, and the ring buffer 404 Based on the actual vehicle speed V _n-1 [km / h] at the sampling time (n-1) T 100 ms before the present time, the second of which is the previous data, the above equation (6) and The cumulative travel distance D _n [m] of the vehicle at the current sampling time nT is calculated by equation (7).

Thereafter, using this, the accumulated traveling vector X _n [m], the accumulated traveling vector Y _n [m], and the accumulated traveling vector Z _n [at the current sampling time nT according to the above equations (8) to (18). m] is calculated.

  Next, the operation of the ring buffers 301 to 304 used for the processes in steps S004 to S006 will be described.

First, for the ring buffer 301, the angular velocity at the current sampling time nT calculated by A / D conversion processing and averaging processing of the output value of the angular velocity sensor 2 shown in FIG. When 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.

Next, with respect to the ring buffer 302, since an offset value indicating that the angular velocity is zero (output value at the time of stop or straight traveling) is set in advance as the output value of the angular velocity sensor 2, the average value gy in the ring buffer 301 is set. The angular velocity ω _n of the vehicle is calculated by subtracting the offset value gy ₀ [LSB] from ' _n [LSB] and further multiplying by a predetermined gain value G _n−1 and gain correction coefficient Gk _n−1 .

Then, at every sampling period T (= 100 ms), the angular velocity sensor angular velocity ω _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. When stored, the data is shifted one by one in the ring buffer 302 and the twentieth data disappears from the ring buffer 302.

Then, by adding the first to tenth dozens of sampling data, the angular velocity sensor angular velocity ω _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.

Next, when the eleventh to twentieth sampling data in the ring buffer 302 are added, the angular velocity sensor angular velocity ω _n− at the sampling time (n−10) T one second before the current time. ₁₀ [deg / s] is calculated.

Accordingly, when ω _{n −10} [deg / s] is subtracted from ω _n [deg / s], the angular velocity sensor angular acceleration that is the change amount of the angular velocity sensor angular velocity ω _n [deg / s] at the current sampling time nT. Δω _n [deg / s ² ] is calculated and stored as the latest data in the ring buffer 304 with 50 samplings.

Next, for the ring buffer 303, the angular velocity sensor angular velocity ω _n [at the current sampling time nT calculated from the angular velocity sensor angular velocity ω [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.

Then, with respect to the angular velocity sensor angular velocity ω _n [deg / s] at the current sampling time nT, 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 ωAVG _n [deg / s] and its absolute value | ωAVG _n | [deg / s].

Further, the angular velocity sensor angular velocity ω _n [deg / s] at the first current sampling time nT in the ring buffer 303 at the sampling time (n-10) T one second before the tenth current time. The angular velocity sensor angular velocity ω _n−10 [deg / s] is subtracted.

As a result, the angular velocity sensor angular acceleration Δω _n [deg / s ² ], which is the amount of change in the angular velocity sensor angular velocity ω _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.

Further, regarding the ring buffer 304, when the angular velocity sensor angular acceleration Δω _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.

Then, with respect to the angular velocity sensor angular acceleration Δω _n [deg / s ² ], which is a change amount of the angular velocity sensor angular velocity ω _n [deg / s] at the current sampling time nT, all the sampling numbers in the ring buffer 304 are fifty. An average value is calculated, and this is set as an average angular velocity sensor angular acceleration ΔωAVG _n [deg / s ² ] and its absolute value | ΔωAVG _n | [deg / s ² ].
(N) Then embodiment according to the mounting mechanism of the coil portion main body, the attachment mechanism of the coil portion main body 100 in the velocity detecting coil unit 1 according to the embodiment, as well as how to set and the output polarity C _y according to the mounting mechanism, This will be described with reference to FIGS.
(I) Embodiment of Structure of Coil Unit Main Body First, an embodiment related to the structure of the coil unit main body 100 itself will be described with reference to FIGS.

(A) First Form of Coil Part Body First, the coil part body 100 described with reference to FIGS. 3 and 4 will be described as a first form of the structure of the coil part body 100 itself.

  The coil unit body 100 again has the top surface structure and the cross-sectional structure shown in FIG. 17A, and only a portion corresponding to one side in the circumferential cross section of the coil unit body 100 is magnetically opened. It is an aspect. A gap D [m] having a length set in advance is provided between the coil 100B and the shield member 100A parallel to the direction of the vertical component force MG of the total magnetic force of the geomagnetism. In FIG. 17A, the left figure is a top view seen from directly above the vehicle with the coil body 100 mounted on the vehicle, and the right figure is a cross-sectional view taken along the line AA ′ in the left figure. It is.

Then, in the coil portion main body 100, in the portion of the effective length L [m] in the forward direction the front side of the vehicle in the coil 100B, the induction caused by the vertical component force MG of the total magnetic force of the geomagnetism electromotive force E _{n [V]} Is generated.

On the other hand, as shown in FIG. 17B, a top surface structure and a cross-sectional structure, the coil portion main body 100 is magnetically opened only at a portion corresponding to one side in the circumferential cross section on the rear side in the forward direction of the vehicle. are allowed, in the portion of the effective length L [m] of the one side, it may be configured to generate an induced electromotive force E _{n [V]} due to the vertical component of force MG of the total magnetic force of the geomagnetism. In FIG. 17B, the left figure is a top view seen from directly above the vehicle with the coil body 100 mounted on the vehicle, and the right figure is a cross-sectional view taken along the line AA ′ in the left figure. It is.

Further, in the configuration illustrated in FIG. 17, the coil portion main body 100 of the configuration shown in FIG. 17 (a), the polarity of the induced electromotive force E _{n [V]} which is induced, the configuration shown in FIG. 17 (b) It should be noted that the polarity of the induced electromotive force E _n [V] induced in the coil unit main body 100 is opposite to that of the polarity.

  Next, in the example shown in FIG. 17, a case where the coil unit main body 100 which is a horizontally placed type is placed vertically will be described with reference to FIG. 18.

  In principle, the coil unit main body 100 may be configured so that the coil 100B is configured to transmit the vertical component force MG of the total magnetic force of the geomagnetism. is there.

  That is, as shown in FIG. 18 (a), the coil body 100 is placed vertically, and the shield member 100A is provided on the inner peripheral portion of the side perpendicular to the vertical component MG of the total magnetic force of the geomagnetism. It can also be set as the structure provided. Also in the case shown in FIG. 18A, as a result, only a portion corresponding to one side in the circumferential cross section of the coil 100B is magnetically opened. A gap D [m] having a length set in advance is provided between the coil 100B and the shield member 100A parallel to the direction of the vertical component force MG of the total magnetic force of the geomagnetism. In FIG. 18 (a), the left figure is a side view as seen from the rear of the vehicle with the coil unit body 100 mounted on the vehicle, and the right figure is a cross-sectional view along the line AA 'in the left figure. is there.

Then, the coil portion main body 100 shown in FIG. 18 (a), in the portion of the effective length L [m] of the upper side of the coil 100B, the induced electromotive force E _n due to the vertical component of force MG of the total magnetic force of geomagnetism [ V] is generated.

  On the other hand, as shown in FIG. 18 (b), the coil body 100 is similarly placed vertically and shielded on the outer peripheral portion of the side perpendicular to the vertical component force MG of the total magnetic force of the geomagnetism. It can also be set as the structure which provides the member 100A. Also in the case shown in FIG. 18B, as a result, only a portion corresponding to one side in the circumferential cross section of the coil 100B is magnetically opened. In FIG. 18B, the left figure is a side view as seen from the rear of the vehicle with the coil body 100 mounted on the vehicle, and the right figure is an AA ′ cross-sectional view in the left figure. is there.

Then, the coil portion main body 100 shown in FIG. 18 (b), in the portion of the effective length L [m] of the lower side of the coil 100B, induced electromotive force resulting from the vertical component of force MG of the total magnetic force of the geomagnetism E _n [V] is generated.

Further, even if the configuration illustrated in FIG. 18, as in the configuration illustrated in FIG. 17, the coil portion main body 100 of the configuration shown in FIG. 18 (a), induction is induced electromotive force E _{n [V]} and polarity, the coil portion main body 100 of the configuration shown in FIG. 18 (b), the polarity of the induced electromotive force E _{n [V]} induced, it should be noted that the polarity is reversed.

(B) Second Form of Coil Part Main Body Next, a second form of the structure of the coil part main body 100 itself will be described with reference to FIGS. 19 and 20. In addition, FIG. 19 is a figure explaining the horizontal installation type of the said 2nd form, and FIG. 20 is a figure explaining the vertical installation type of the said 2nd form.

  The horizontal coil unit body 100 according to the second embodiment has a top surface structure and a cross-sectional structure shown in FIG. 19A, and corresponds to three sides in the circumferential cross section of the coil unit body 100. Is opened magnetically and only the remaining one side is shielded magnetically. A gap D [m] having a length set in advance is provided between the coil 100B and the shield member 100A parallel to the direction of the vertical component force MG of the total magnetic force of the geomagnetism. In FIG. 19 (a), the left figure is a top view as seen from directly above the vehicle with the coil body 100 mounted on the vehicle, and the right figure is a cross-sectional view taken along the line AA 'in the left figure. It is.

Then, in the coil portion main body 100, in the portion of the effective length L [m] in the forward direction the front side of the vehicle in the coil 100B, the induction caused by the vertical component force MG of the total magnetic force of the geomagnetism electromotive force E _{n [V]} Is generated.

On the other hand, as shown in FIG. 19B, a top surface structure and a cross-sectional structure, magnetically open portions corresponding to three sides in the circumferential cross section of the coil portion body 100 on the rear side in the forward direction of the vehicle. , the effective length portion of the L [m] of the three sides may be configured to generate an induced electromotive force E _{n [V]} due to the vertical component of force MG of the total magnetic force of the geomagnetism. A gap D [m] having a length set in advance is provided between the coil 100B and the shield member 100A parallel to the direction of the vertical component force MG of the total magnetic force of the geomagnetism. In FIG. 19 (b), the left figure is a top view as seen from directly above the vehicle with the coil body 100 mounted on the vehicle, and the right figure is a cross-sectional view taken along the line AA 'in the left figure. It is.

Further, in the coil body 100 having the configuration shown in FIG. 19A, the polarity of the induced electromotive force E _n [V] induced, and in the coil body 100 having the configuration shown in FIG. It should be noted that the polarity of the induced electromotive force E _n [V] is opposite to the polarity.

  Next, in the example shown in FIG. 19, the case where the coil unit main body 100 that has been horizontally placed is placed vertically will be described with reference to FIG. 20.

  Based on the above-described principle, the coil body 100 of the second form can be configured as a vertical type as shown in FIG.

  That is, as shown in FIG. 20A, the coil body 100 is placed vertically, and the shield member 100A is provided on the inner peripheral portion of the side perpendicular to the vertical component MG of the total magnetic force of the geomagnetism. It can also be set as the structure provided. Also in the case shown in FIG. 20A, as a result, portions corresponding to the three sides in the circumferential cross section of the coil 100B are magnetically opened. A gap D [m] having a length set in advance is provided between the coil 100B and the shield member 100A parallel to the direction of the vertical component force MG of the total magnetic force of the geomagnetism. In FIG. 20 (a), the left figure is a side view as seen from the rear of the vehicle with the coil unit body 100 mounted on the vehicle, and the right figure is a cross-sectional view along the line AA 'in the left figure. is there.

Then, the coil portion main body 100 shown in FIG. 20 (a), in the portion of the effective length L [m] of the upper side of the coil 100B, the induced electromotive force E _n due to the vertical component of force MG of the total magnetic force of geomagnetism [ V] is generated.

  On the other hand, as shown in FIG. 20B, the coil body 100 is similarly placed vertically and shielded on the outer peripheral portion of the side perpendicular to the vertical component MG of the total magnetic force of the geomagnetism, as shown in the side structure and the cross-sectional structure. It can also be set as the structure which provides the member 100A. Also in the case shown in FIG. 20B, as a result, portions corresponding to three sides in the circumferential cross section of the coil 100B are magnetically opened. A gap D [m] having a length set in advance is provided between the coil 100B and the shield member 100A parallel to the direction of the vertical component force MG of the total magnetic force of the geomagnetism. In FIG. 20B, the left figure is a side view as seen from the rear of the vehicle with the coil body 100 mounted on the vehicle, and the right figure is an AA ′ cross-sectional view in the left figure. is there.

Then, the coil portion main body 100 shown in FIG. 20 (b), in the portion of the effective length L [m] of the lower side of the coil 100B, induced electromotive force resulting from the vertical component of force MG of the total magnetic force of the geomagnetism E _n [V] is generated.

Further, even if the configuration illustrated in FIG. 20, as in the configuration illustrated in FIG. 19, FIG. 20 in the coil body 100 of the structure shown in (a), induction is induced electromotive force E _{n [V]} and polarity, the coil portion main body 100 of the configuration shown in FIG. 20 (b), the polarity of the induced electromotive force E _{n [V]} induced, it should be noted that the polarity is reversed.

Further, FIGS. 19 and 20 in the case shown respectively, the effective length L [m] of the portion (FIG. 3 or FIG see 4) the induced electromotive force E _{n [V} due to the horizontal force of the entire magnetic force of geomagnetism occurring ] Cancel each other in the portions of the effective length L [m] facing each other in each coil 100B.

(C) Third Form of Coil Part Main Body Next, a third form of the structure of the coil part main body 100 itself will be described with reference to FIGS. FIG. 21 is a diagram for explaining the horizontal installation type of the third embodiment, and FIG. 22 is a diagram for explaining the vertical installation type of the third embodiment.

  The horizontal coil unit body 100 according to the third embodiment has a top surface structure and a cross-sectional structure shown in FIG. 21A, and the geomagnetic total magnetic force is vertical in the circumferential cross section of the coil unit body 100. In a mode in which portions corresponding to two sides parallel to the component force MG are magnetically shielded, and the remaining two sides (that is, two sides perpendicular to the vertical component force MG of the total magnetic force of geomagnetism) are magnetically opened. is there. In the third embodiment, all the sides of the coil 100B other than the magnetically opened side are magnetically shielded. A gap D [m] having a length set in advance is provided between the coil 100B and the shield member 100A parallel to the direction of the vertical component force MG of the total magnetic force of the geomagnetism. In FIG. 21A, the left figure is a top view as seen from directly above the vehicle with the coil body 100 mounted on the vehicle, and the right figure is an AA ′ sectional view in the left figure. It is.

Then, in the coil portion main body 100, in the portion of the effective length L [m] in the forward direction the front side of the vehicle in the coil 100B, the induction caused by the vertical component force MG of the total magnetic force of the geomagnetism electromotive force E _{n [V]} Is generated.

On the other hand, as shown in FIG. 21B, the top surface structure and the cross-sectional structure are parallel to the vertical component force MG of the total magnetic force of the geomagnetism in the circumferential cross section of the coil portion body 100 on the rear side in the forward direction of the vehicle. The portions corresponding to the two sides are magnetically shielded, the remaining two sides are magnetically opened, and the portion of the effective length L [m] of these two sides is caused by the vertical component force MG of the total magnetic force of the geomagnetism. The induced electromotive force E _n [V] may be generated. A gap D [m] having a length set in advance is provided between the coil 100B and the shield member 100A parallel to the direction of the vertical component force MG of the total magnetic force of the geomagnetism. In FIG. 21 (b), the left figure is a top view as seen from directly above the vehicle with the coil body 100 mounted on the vehicle, and the right figure is an AA 'cross-sectional view in the left figure. It is.

Further, in the coil body 100 having the configuration shown in FIG. 21A, the polarity of the induced electromotive force E _n [V] induced, and in the coil body 100 having the configuration shown in FIG. It should be noted that the polarity of the induced electromotive force E _n [V] is opposite to the polarity.

  Next, in the example shown in FIG. 21, the case where the coil unit main body 100 that is horizontally placed is placed vertically will be described with reference to FIG. 22.

  Based on the above-described principle, the coil body 100 of the third embodiment can be configured as a vertical type as shown in FIG.

  That is, as shown in FIG. 22 (a), the coil body 100 is placed vertically and the shield member 100A is provided on two sides parallel to the vertical component MG of the total magnetic force of the geomagnetism, as shown in the side structure and the cross-sectional structure. It can also be. Also in the case shown in FIG. 22A, as a result, portions corresponding to two sides perpendicular to the vertical component force MG of the total magnetic force of the geomagnetism in the circumferential cross section of the coil 100B are magnetically opened. It becomes. A gap D [m] having a length set in advance is provided between the coil 100B and the shield member 100A parallel to the direction of the vertical component force MG of the total magnetic force of the geomagnetism. In FIG. 22A, the left figure is a side view as seen from the rear of the vehicle with the coil body 100 mounted on the vehicle, and the right figure is a cross-sectional view taken along the line AA ′ in the left figure. is there.

Then, the coil portion main body 100 shown in FIG. 22 (a), in the portion of the effective length L [m] of the upper side of the coil 100B, the induced electromotive force E _n due to the vertical component of force MG of the total magnetic force of geomagnetism [ V] is generated.

  On the other hand, as shown in FIG. 22B, the coil body 100 is similarly placed vertically, and shield members are provided on two sides parallel to the vertical component force MG of the total geomagnetic force. It can also be set as the structure which provides 100A. Also in the case shown in FIG. 22B, as a result, portions corresponding to two sides perpendicular to the vertical component force MG of the total geomagnetic force in the circumferential cross section of the coil 100B are magnetically opened. It becomes. A gap D [m] having a length set in advance is provided between the coil 100B and the shield member 100A parallel to the direction of the vertical component force MG of the total magnetic force of the geomagnetism. In FIG. 22 (b), the left figure is a side view as seen from the rear of the vehicle with the coil body 100 mounted on the vehicle, and the right figure is a cross-sectional view along the line AA 'in the left figure. is there.

Then, the coil portion main body 100 shown in FIG. 22 (b), in the portion of the effective length L [m] of the lower side of the coil 100B, induced electromotive force resulting from the vertical component of force MG of the total magnetic force of the geomagnetism E _n [V] is generated.

Further, in the case of the configuration illustrated in FIG. 22, as in the case of the configuration illustrated in FIG. 21, the induced electromotive force E _n [V] induced in the coil body 100 having the configuration illustrated in FIG. and polarity, the coil portion main body 100 of the configuration shown in FIG. 22 (b), the polarity of the induced electromotive force E _{n [V]} induced, it should be noted that the polarity is reversed.

In each of the embodiments described with reference to FIGS. 17 to 22, the case where the circumferential cross-sectional shape of the coil 100 </ b> B is rectangular has been described. A third form may be configured.
(II) Embodiment relating to attachment mechanism of coil part main body Next, FIGS. 23 and 24 show the structure of the attachment mechanism when attaching the coil part main body 100 having the above-described various forms to the speed detection coil part 1 itself. It explains using. In addition, since the structure of the attachment mechanism demonstrated below is applicable similarly about all three forms of the coil part main body 100 mentioned above, in the following description, the coil part main body which has the 1st form mentioned above The attachment mechanism 100 will be described.

  FIG. 23 is a view showing an attachment mechanism in the case of the horizontal type of the first form of the coil part main body 100, and FIG. 24 shows an attachment mechanism in the case of the vertical type of the first form of the coil part main body 100. FIG.

  First, a mechanism for mounting the horizontally placed and vertically placed coil unit main body 100 described with reference to FIGS. 17 and 18 to the speed detecting coil unit 1 will be described with reference to FIGS. 23 and 24, respectively. FIG. 23 (a) is a top view of the mounting mechanism in the horizontal type, and FIG. 23 (b) shows the mounting mechanism in the horizontal type from the rear of the vehicle on which the mounting mechanism is mounted. FIG. 23 (c) is a side view of the attachment mechanism in the case of the horizontal type, as viewed from the left side surface of the vehicle on which the attachment mechanism is mounted. FIG. 24 (a) is a top view of the mounting mechanism in the case of the vertical installation type, and FIG. 24 (b) shows the mounting mechanism in the case of the vertical installation type from the left side surface of the vehicle on which the mounting mechanism is mounted. FIG. 24C is a side view of the attachment mechanism in the case of the vertical installation type as seen from the front of the vehicle on which the attachment mechanism is mounted.

  When attaching each type of coil unit body 100 to the speed detection coil unit 1, the coil unit body 100 is fixed to the casing of the speed detection coil unit 1 as shown in FIGS. 23 and 24. It is attached to a mounter 114 that can rotate 360 ° relative to 115. The mounter 114 is rotatable with respect to the base 115 and includes lock-up portions 110 of pull-up rotation-down lock type at four locations on the outer periphery. By this lock part 110, the mounter 114 is fixed to the base 115, whereby the coil part main body 100 is fixed to the speed detection coil part 1 via the mounter 114 and the base 115.

  On the other hand, on the mounter 114, the coil unit main body 100 is configured to be able to exchange the front and back with respect to the vertical component force MG of the total magnetic force of geomagnetism or the vehicle forward direction.

  That is, first, the case of the horizontal type will be described with reference to FIG. 23. As shown in FIG. 23, the coil unit main body 100 is attached to the mounter 114 via a 180-degree rotating hinge 111. The hinge 111 is slidable on the slide rail 112 fixed to the mounter 114. In particular, as shown in FIG. 23B, for example, the hinge 111 itself is slid and moved on the slide rail 112 in the left direction in the figure while the coil unit body 100 is rotated clockwise by the hinge 111. The front and back sides of the vertical magnetic force MG of the total magnetic force of the coil unit 100 are exchanged. Note that the coil body 100 after the replacement is fixed to the mounter 114 by the rotation of the hinge 111 and the sliding movement on the slider rail 112 being collectively prohibited by the slide stopper 113.

  On the other hand, first, in the case of the vertical type, as shown in FIG. 24, as shown in FIG. 24, the coil unit main body 100 is interposed via a 180-degree rotation hinge 111 as in the case of the horizontal type. The hinge 111 is slidable on a slide rail 112 fixed to the mounter 114. In particular, as shown in FIG. 24B, for example, the mounter 114 is pulled up (pulled up) from the one lock portion 110, rotated 180 °, and provided at a position facing the one lock portion 110. The front and back of the coil unit 100 with respect to the vehicle forward direction are interchanged by lowering and locking the other lock unit 110 on the other lock unit 110. Note that the coil body 100 after the replacement is fixed to the mounter 114 by the rotation of the hinge 111 and the sliding movement on the slider rail 112 being collectively prohibited by the slide stopper 113.

Thus, in fixing each type of coil unit body 100 to the speed detection coil unit 1, the vertical component force MG of the vehicle forward direction and the total magnetic force of the geomagnetism is obtained by the function of the mounter 114 shown in FIG. 23 or FIG. It is possible to freely change the position and orientation of the coil unit main body 100 for each of the directions.
(III) Embodiment relating to expansion of degree of freedom of attachment of coil part body Coil part body 100 having the various forms described above can be freely positioned and oriented with respect to speed detection coil part 1 by the attachment mechanism described above. It can be attached and fixed instead of.

On the other hand, with the expansion of the mounting freedom, the polarity of the induced electromotive force E _{n [V]} output from the coil body 100, so that the positive and negative changes in accordance with a fixed aspect of the time of mounting.

Therefore, in the following embodiment, positive and negative manual setting and automatic setting of the polarity in accordance with the change of the mounting position and the like by the mounting mechanism described above will be described with reference to FIGS. 25 to 39.
(A) First form of polarity setting First , manual setting of polarity using a binary polarity switching slide switch will be described with reference to FIGS. 25 to 28 are diagrams illustrating the installation direction of the speed detection coil unit 1 (navigation device S) including the coil unit body 100 according to the embodiment and the switching mode of the polarity switching slide switch, and FIG. It is a flowchart which shows the process which concerns on the said polarity setting, FIG.30 and FIG.31 is a figure which illustrates the setting screen displayed on the display 22 at the time of the said polarity setting.

  First, the relationship between the front and back of the coil unit body 100 according to the embodiment, the mounting direction of the navigation device S, and the switching mode of the polarity switching slide switch is illustrated in FIGS. In each of FIGS. 25 to 28, the upward single arrows all indicate the forward direction of the vehicle, and the navigation device S in which the optical disc DK1 inserted or ejected from each navigation device S is described. This surface indicates the front of each navigation device S.

  When the polarity is set using the polarity switching slide switch 120 shown in FIGS. 25 to 28, the case where the front of the navigation device S is ± 0 ° or ± 180 ° with respect to the forward direction of the vehicle is shown in FIGS. A total of 32 settings shown in FIG.

  At this time, in all of FIGS. 25 to 28, the polarity switching slide switch 120 described on the left side of the arrow indicating the forward direction of the vehicle is switched to “L” (positive polarity), and described on the right side of the arrow. The polarity switching slide switch 120 is switched to “H” (negative polarity). Further, the front and back of the coil unit main body 100 itself is attached with “surface up” in FIGS. 25A to 25C by the attachment mechanism illustrated with reference to FIG. 23, for example. On the other hand, in FIG. 25 (b) and FIG. 28 (d) in each of FIGS.

Next, processing for polarity identification of the induced electromotive force E _{n [V]} in the case where each described with reference to FIGS. 25 to 28, will be described with reference to FIGS. 29 to 31.

  In each case illustrated in FIG. 25 to FIG. 28, after the setting of the polarity switching slide switch 120 is completed and the vehicle engine is started, there is a certain sampling 10 nT period (for example, T = 100 ms, several tens of seconds). When the vehicle continues to travel forward at a constant speed (for example, 30 [km] or more per hour, which is considered impossible in reverse traveling), the CPU 8 first sets the “polarity slide switch 120 to the“ H ”position. It is confirmed whether or not ”(step S701).

If the position is “L” (step S701; NO), it is confirmed whether or not the surface of the coil unit body 100 is raised by the attachment mechanism illustrated in FIG. 23 (step S702). Thus, if the surface is not on (step S702; NO), then the process proceeds to step S705 to be described later, whereas if the surface is above (step S702; YES), the output polarity C _y within CPU8 “+1” is set (step S704), and the process proceeds to step S706 described later.

On the other hand, when the position of the polarity switching slide switch 120 is “H” in the determination in step S701 (step S701; YES), the back surface of the coil unit body 100 is moved upward by the mounting mechanism illustrated in FIG. It is confirmed whether it has been done (step S703). Thus, when the back surface is above (step S703; YES), the output polarity C _y within CPU8 set as "+1" (step S704), the process proceeds to step S706 to be described later. On the other hand, in the judgment of step S703, if the rear surface of the coil body 100 is not on (step S703; NO), the output polarity C _y within CPU8 is set to "-1" (step S705).

Next, the actual acceleration _An [m / s ² ] of the vehicle at the sampling time nT is acquired (step S706), and then whether or not the vehicle has been started is determined or whether or not the GPS is currently in the positioning state. And whether or not the measured GPS speed VGPS _n [km / h] is _{equal to} or higher than 30 [km] per hour (steps S707 to S709). At this time, the process of step S707 is determined based on whether or not the vehicle start determination mask process (see step S009 of FIG. 5) described above is being performed. In step S708, the GPS positioning is two-dimensional or It is determined based on whether or not it is in a three-dimensional positioning state. Further, in step S709, it is determined based on whether or not the GPS speed VGPS _n [km / h] is traveling at a speed of 30 [km] or higher. Is done. If any one of the determinations in steps S707 to S709 is determined as “NO”, it is determined that the polarity identification process cannot be performed and the process waits until the next timing.

On the other hand, when all of the determinations in steps S707 to S709 are determined as “YES”, it is next necessary to confirm whether or not the front-rear direction of the vehicle and the front-rear direction of the coil body 100 match. , the GPS velocity VGPS _{n [km} / h] at the time of the sampling time nT, and the detected velocity Vc _n detected by using an output value from the speed detector coil unit 1 _[km / h], the difference is the GPS speed Vgps _It is confirmed whether or not it is approximately equal to twice _n [km / h] (step S710). Then, the determination of step S710 the difference between the GPS velocity VGPS _{n [km} / h] and the detected velocity Vc _{n [km} / h] is approximately equal to twice the GPS velocity VGPS _{n [km} / h] (in other words If substantially equal) to the GPS velocity VGPS _{n [km} / h] detected speed Vc _{n [km} / h] is negative polarity (step S710; is YES), a possibility that incorrect orientation of the coil portion main body 100 As shown below, a warning message is displayed on the display 22 at the same time as a voice warning described later (step S712), and the polarity identification processing according to the embodiment is terminated.

Here, as the warning screen including the warning message displayed on the display 22 simultaneously with the voice warning in the step S712, for example, the warning screen 200 illustrated in FIG. 30A, in FIG. 30A, in the coil 100B, the direction of the side _{where the} induced electromotive force En [V] is generated by the vertical component force MG of the total magnetic force of the geomagnetism and the forward direction of the vehicle are parallel to each other. Therefore, a warning screen 200 including a warning message 201 indicating that the polarity identification processing itself according to the embodiment cannot be performed is illustrated. FIG. 30B shows the relationship between the direction of the side in which the induced electromotive force E _n [V] is generated by the vertical component MG of the total magnetic force of the geomagnetism and the forward direction of the vehicle in the coil 100B. Since the setting position of the polarity switching slide switch 120 corresponding thereto is incorrect, the warning screen 200 including a warning message 202 for instructing to switch the polarity switching slide switch 120 is illustrated.

On the other hand, is determined in the step S710, the difference between the GPS velocity VGPS _{n [km} / h] and the detected velocity Vc _{n [km} / h] is not equal to twice the GPS velocity VGPS _{n [km} / h] (i.e. If, when the detected speed Vc _{n [km} / h] is substantially equal to the GPS velocity VGPS _{n [km} / h] at the positive polarity) (step S710; NO), then, the mounting position of the coil portion main body 100 of the vehicle in order to confirm whether or not wrong to the left and right with respect to the forward direction, the GPS velocity VGPS _{n [km} / h] and the detected velocity Vc _{n [km} / h] of the difference is the GPS speed Vgps _n the absolute value [ km / h] is checked (step S711).

Then, in the judgment of step S711, the difference between the absolute value of the GPS velocity VGPS _{n [km} / h] and the detected velocity Vc _{n [km} / h] is substantially equal to the GPS velocity VGPS _{n [km} / h] (in other words, detection speed absolute value of Vc _{n [km} / h] is approximately equal to 0 [km / h]) case (step S711; YES), the process proceeds to step S712, and displays a warning screen 200 audio alert at the same time . On the other hand, in the judgment of step S711, the difference between the absolute value of the GPS velocity VGPS _{n [km} / h] and the detected velocity Vc _{n [km} / h] is not equal to the GPS velocity VGPS _{n [km} / h] (in other words, detection speed absolute value of Vc _{n [km} / h] is substantially equal to the GPS velocity VGPS _{n [km} / h]) case (step S711; NO), the mounting position and direction of the coil body 100, and the polarity changeover slide switch Assuming that the setting method 120 is correct, for example, a setting completion screen 210 including a completion message 211 as illustrated in FIG. 32 is displayed on the display 22 at the same time as voice guidance (step S713). The process ends.
(B) Second form of polarity setting Next, the manual setting of the polarity using the quaternary or octal polarity switching dip switch will be described with reference to FIGS. 32 to 35 are diagrams illustrating the installation direction of the speed detection coil unit 1 (navigation device S) including the coil unit body 100 according to the embodiment and the switching mode of the quaternary polarity switching dip switch. 36 and 37 are diagrams illustrating the installation direction of the speed detection coil unit 1 including the coil unit body 100 according to the embodiment and the switching mode of the eight-value polarity switching dip switch.

  First, the relationship between the front and back of the coil unit main body 100 according to the embodiment, the mounting direction of the navigation device S, and the switching mode of the quaternary polarity switching dip switch is illustrated in FIGS. In each of FIGS. 32 to 35, the upward single arrows all indicate the forward direction of the vehicle, and the navigation device S in which the optical disk DK1 to be inserted into or discharged from each navigation device S is described. This surface indicates the front of each navigation device S.

  When the polarity is set by using the quaternary polarity switching dip switch 121 shown in FIGS. 32 to 35, the front of the navigation device S is ± 0 °, ± 90 °, ± 180 ° with respect to the vehicle forward direction, or In each case of ± 270 °, a total of thirty-two settings shown in FIGS. 32 to 35 are possible.

  In this configuration, each of the polarity switching dip switches 121 shown in FIGS. 32 to 35 includes a first switch 121A and a second switch 121B, and each of the first switch 121A and the second switch 121B includes two switches. Since the value can be switched, the four values can be selected as the polarity switching dip switch 121 as a whole. The first switch 121A and the second switch 121B are “H” (on) when switched upward in FIGS. 32 to 35 and “L” (off) when switched downward. For example, the polarity switching DIP switch 121 shown on the right in FIG. 32A is an example in which the first switch 121A is set to “H” and the second switch 121B is set to “L”.

  The polarity switching dip switches 121 described in FIGS. 32 to 35 are respectively switched to (positive polarity), and (b) in FIGS. 32 to 35 respectively. The polarity change-over dip switches 121 described in the drawings and (d) are respectively switched to (negative polarity). Further, the front and back sides of the coil unit main body 100 itself are attached with “surface on top” in FIG. 32A to FIG. 35B and FIG. On the other hand, in FIG. 32 (c) and FIG. 35 (d), “the back side is attached” is attached.

  Next, FIG. 36 and FIG. 37 illustrate the relationship between the front and back of the coil unit main body 100 according to the embodiment, the mounting direction of the navigation device S, and the switching mode of the eight-value polarity switching dip switch. In each of FIGS. 36 and 37, the upward single arrows all indicate the forward direction of the vehicle, and the navigation device S in which the optical disk DK1 to be inserted into or discharged from each navigation device S is described. This surface indicates the front of each navigation device S.

  When the polarity is set using the eight-value polarity switching dip switch 122 shown in FIG. 36 and FIG. 37, the front of the navigation device S is ± 0 °, ± 90 °, ± 180 ° with respect to the vehicle forward direction or In each case of ± 270 °, a total of 16 settings shown in FIGS. 36 and 37 are possible.

  In this configuration, the polarity switching dip switch 122 shown in FIGS. 36 and 37 includes a first switch 122A, a second switch 122B, and a third switch 122C, respectively, and the first switch 122A and the second switch 122B. Since each of the third switch 122C and the third switch 122C can be switched to a binary value, eight values can be selected as the polarity switching dip switch 122 as a whole. Further, the first switch 122A, the second switch 122B, and the third switch 122C are “H” (on) when switched upward in FIGS. 36 and 37, and “L” (when switched downward). Off). For example, the polarity switching DIP switch 122 shown on the right in FIG. 36A is an example in which the first switch 121A is set to “H” and the second switch 121B and the third switch 122C are set to “L”.

  The polarity switching dip switches 122 described in FIGS. 36 and 37 are respectively switched to (positive polarity), and (c) in FIGS. 36 and 37 respectively. The polarity change-over dip switches 122 respectively shown in the drawings and (d) are switched to (negative polarity). Further, the front and back of the coil unit main body 100 itself are attached with “front side up” in all of FIG. 36 by, for example, the attachment mechanism illustrated with reference to FIG. Is mounted on top.

  As the polarity change-over dip switch, in addition to the polarity change-over dip switch 121 or 122 shown in FIGS. 32 to 37, a sixteen-value polarity change-over dip switch can be used. It is.

Next, processing for polarity identification of the induced electromotive force E _{n [V]} is described in the case where each described with reference to FIGS. 32 to 37.

As for the processing, the polarity identification slide processing 120 can be used as the polarity identification processing by diverting the processing described with reference to FIGS. In this case, in the determination in step S701, “confirm whether or not the polarity switching slide switch 120 is in the“ H ”position” is “the second switch 121B of the polarity switching DIP switch 121 (122)”. If it is replaced with “confirm whether or not the third switch 122C is in the“ H ”position”, the processing of the subsequent steps S702 to S713 is used as it is, and the polarity identification processing according to the second embodiment is performed. it can.
(C) Third form of polarity setting Next, other speed data such as GPS speed data VGPS [km / h] or GPS positioning without using the polarity switching slide switch 120 or the polarity switching dip switch 121 (122). The polarity setting process using any one of other absolute positioning data such as data will be described with reference to FIG. FIG. 38 is a flowchart showing the polarity setting process.

When automating the polarity setting using other speed data or the like, first, assuming that the coil unit body 100 is mounted with the surface facing up, for example, GPS speed data VGPS _n [km / h] is used. Sometimes, a certain sampling 10 nT period (for example, T = 100 ms, for several tens of seconds), the vehicle is driven at a certain constant speed (for example, 30 [km] or more per hour, which is considered impossible in back-travel) when continued, if the number of all the positive that period detected detected continuously by using the output value of the speed detection coil unit 1 in (10 nT period) speed Vc _{n [km} / h], the vehicle forward direction and speed It is determined that the forward direction of the detection coil unit 1 matches (positive polarity: C _y = + 1). On the other hand, if all the negative number of the detected speed Vc _{n [km} / h], the vehicle forward direction and speed detection coil unit 1 in the front direction ± 180 ° inverted (negative: C _y = -1) to It is determined that In addition, when the back surface of the coil part main body 100 is attached upwards, the polarity mentioned above becomes a reverse polarity with the case where it mentioned above.

The polarity setting process will be described more specifically with reference to FIG. 38. First, the actual acceleration A _n [m / s ² ] of the vehicle at the sampling time nT is acquired (step S301), and then output in advance. It is confirmed whether or not the value of the counter indicating the period preset as the automatic polarity identification period reaches the length of the preset period (indicated as “α” in FIG. 38) (step S302). ). Here, as the length of the output polarity automatic identification period, for example, about 10 seconds is appropriate regardless of whether the GPS speed data VGPS _n [km / h] is used or the GPS positioning data is used.

Then, when the period has elapsed (step S302; YES), the polarity setting process is terminated as it is, while when the period has not elapsed (step S302; NO), the vehicle is next started. It is sequentially confirmed whether or not it is confirmed, whether or not the GPS is currently in a positioning state, and whether or not the positioning GPS speed is 30 [km] or higher (steps S303 to S305). At this time, the process of step S303 is determined based on whether or not the vehicle start determination mask process (see step S009 of FIG. 5) described above is being executed. In step S304, the GPS positioning is two-dimensional or It is determined based on whether or not it is in a three-dimensional positioning state. Further, in step S305, it is determined based on whether or not the GPS speed VGPS _n [km / h] is traveling at a speed of 30 [km] or higher. Is done. If any one of the determinations in steps S303 to S305 is determined as “NO”, the polarity identification process cannot be performed, the counter is initialized (step S310), and the polarity setting process is terminated.

On the other hand, if any of the determinations in steps S303 to S305 is determined as “YES”, it is next checked whether or not the attachment position of the coil unit body 100 is wrong on the left and right with respect to the forward direction of the vehicle. Subeku, the difference between the absolute value of the GPS velocity VGPS _{n [km} / h] and the detected velocity Vc _{n [km} / h] to confirm whether substantially equal to the GPS velocity VGPS _{n [km} / h] (step S306).

Then, in the judgment of step S306, the difference between the absolute value of the GPS velocity VGPS _{n [km} / h] and the detected velocity Vc _{n [km} / h] is substantially equal to the GPS velocity VGPS _{n [km} / h] (in other words, detection speed absolute value of Vc _n [km / h] is approximately equal to 0 [km / h]) case (step S306; the process proceeds to YES), step S307 similar to the process of step S712 shown in FIG. 29, A warning screen 200 illustrated in FIG. 30 is displayed simultaneously with the voice warning (step S307), and then the process proceeds to step S310.

On the other hand, is determined in the step S306, the difference between the absolute value of the GPS velocity VGPS _{n [km} / h] and the detected velocity Vc _{n [km} / h] is not equal to the GPS velocity VGPS _{n [km} / h] (in other words , detection speed Vc _n absolute value of _[km / h] is substantially equal to the GPS velocity Vgps _{n [km} / h]) case (step S306; NO), the mounting position and direction of the coil body 100, and the speed detection coil current detection speed Vc _{n [km} / h] to confirm whether 0 [km / h] is smaller than according to part 1 (step S308). Thus, if the detected speed Vc _{n [km} / h] is 0 [km / h] is smaller than (Step S308; YES), the negative electrode of the induced electromotive force E _{n [V]} output from the speed detector coil unit 1 as a sex, an output polarity C _y within CPU8 is set to "-1" (step S311). Thereafter, the counter is incremented by “1” (step S312), and the polarity identification process according to the embodiment is terminated.

On the other hand, when the detected speed Vc _n [km / h] is not smaller than 0 [km / h] in the determination in step S308 (step S308; NO), the induced electromotive force E output from the speed detection coil unit 1 is determined. as a positive _n [V], the output polarity C _y within CPU8 set as "+1" (step S309), and proceeds to step S312.
(D) Fourth form of polarity setting Finally, in addition to the above-described automatic polarity determination processing and the like, the user can set the coil unit body 100 (navigation device S) using the setting screen displayed on the display 22. by specifying the advancement direction of the mounting direction and the vehicle will be described with reference to FIG. 39 for the case of a structure for setting the output polarity C _y in CPU 8.

  That is, when the user finishes attaching the navigation device including the coil unit main body 100, for example, the setting menu screen 220 illustrated in FIG. 39A is displayed on the display 22.

  At this time, the display 22 is provided with a pressure-sensitive or electrostatic touch panel on the surface of the display screen. The setting menu screen 220 includes a coil direction setting screen 221 and a vehicle forward direction setting screen 240.

  In the coil direction setting screen 221, the front button 231 to be touched when the coil unit main body 100 is attached with the front side up, and the coil unit main body 100 are attached with the back side up. A back button 232 to be touched, four direction buttons 230 and 233 to 235 for each direction to be touched when designating the direction of the front part of the coil body 100 with respect to the attached navigation device S, It is included.

  On the other hand, on the vehicle forward direction setting screen 240, whether the front surface of the coil unit main body 100 is attached or the rear surface is attached as an operation content of either the front button 231 or the rear button 232 is set. The front and back surface display unit 251 to display accordingly, the return button 252 to be touched when returning to the operation on the coil direction setting screen 221, and the touch when specifying the forward direction of the vehicle with respect to the attached navigation device S. Four direction buttons 250 and 253 to 255 for each power direction are included.

  When the setting menu screen 220 is displayed on the display 22, for example, the surface button 231 is touched because the coil unit main body 100 is attached with the surface facing up, and the direction of the coil unit main body 100 is further changed. As an example, it is assumed that the direction button 233 is touched. In this case, “front” is displayed on the front and back surface display unit 251 in the vehicle forward direction setting screen 240, and the direction buttons 250 and 254 are invalidated. And, when the direction button 253 is operated as a case of designating the forward direction of the vehicle among the remaining direction buttons 253 or 255, as a setting completion screen corresponding to these, for example, FIG. A setting completion screen 260 including a completion message 261 as exemplified in FIG.

At the stage where the setting completion screen 260 is displayed, the CPU 8 uses the setting menu screen 220 to set (select) the content of the output polarity C _y (FIG. 39B). C _y = “+ 1”) is determined.

As described above, according to the operation of the navigation device S according to the embodiment, the coil 100B is covered with the shield member 100A except for the straight portion perpendicular to the moving direction of the vehicle and shielded from the external magnetic field. it is possible to generate an induced electromotive force E _n for detecting velocity _[V] by eliminating the influence of an external magnetic field. As for the linear portion initially prevents horizontal component of the total magnetic force of geomagnetism, by taken out is induced electromotive force E _{n [V]} due only to the vertical component of force MG of the total magnetic force of the geomagnetism, the exact speed detection Can contribute.

  Further, the coil 100B is supported in a plane including the traveling direction of the vehicle so that the front and back sides can be switched, and the polarity of the output voltage can be switched corresponding to the switching between the front and back sides, so that the coil 100B (speed detection coil unit 1) can be switched. ), The speed can be accurately detected by simply switching the front and back of the coil 100B according to the direction of attachment to the vehicle.

  Further, the coil 100B is rotatably supported in a plane including the traveling direction, and the polarity of the output voltage can be switched corresponding to the position after the rotation, so that the speed detection coil unit 1 is attached to the vehicle. The speed can be accurately detected by simply rotating the coil 100B according to the direction.

  Furthermore, the attachment information corresponding to the attachment state of the coil 100B in the speed detection coil unit 1 is sent from the speed detection coil unit 1 to the navigation device S, so that the coil 100B can be easily attached according to the attachment information to the vehicle. The speed can be accurately detected by recognizing the attachment state of the coil 100B.

  Further, by transmitting the attachment information input by the operation of the user of the navigation device S to the navigation device S, the attachment state of the coil 100B is easily recognized according to the attachment information of the speed detection coil unit 1 to the vehicle. Speed can be detected accurately.

  Furthermore, since the determination result of whether or not the coil 100B can be attached is notified via the navigation device S, it is possible to prevent the user from recognizing whether or not the attachment state is possible and to prevent the occurrence of an attachment error.

  Furthermore, since the gap D [m] is provided between the effective linear portion of the coil 100B and the shield member 100A, the effective vertical component force MG is not absorbed at all by the magnetic shield member 100A. , All the effective straight sections can be crossed completely at right angles.

Further, an output voltage corresponding to the induced electromotive force E _{n [V]} generated by the geomagnetism, the dip angle δ _{n [deg]} in the geomagnetic of the current position, based on an inclination angle .theta.G _{n [deg]} of a vehicle, the vehicle Therefore, in the so-called non-contact type navigation apparatus S that receives only power supply from the vehicle, it is possible to improve the speed accuracy in guiding the vehicle and perform accurate guidance.

Further, when the GPS velocity data VGPS _{n [km} / h], etc. is a predetermined value or more state continues for a predetermined time, since switching the polarity of the induced electromotive force E _{n [V]} corresponding to the backward movement of the vehicle, exactly Speed can be detected.

Furthermore, when the GPS speed data VGPS _n [km / h] or the like is a predetermined value or more and continues for a predetermined travel distance, the vehicle speed at the predetermined travel distance is used to output corresponding to the reverse travel of the vehicle. Since the polarity of the voltage is switched, the speed can be accurately detected.

In the embodiment described above, of the total force H _n of the geomagnetism _[A / m] at the speed detector coil unit 1, by using only the vertical component force _{Ho n · tan (δ n)} [A / m] vehicle The speed was detected. However, in addition to this, a coil for directly detecting the horizontal component force Ho _n [A / m] of the total magnetic force H _n [A / m] of the geomagnetism is separately provided, and the coil 100B for detecting the vertical component force is provided. It is also possible to adopt a configuration in which the speed of the vehicle is detected by combining the output from the vehicle and the output from the separately provided horizontal component force detecting coil. According to this configuration, since it is possible to adjust the accuracy of detailed speed detection by the total magnetic force H _n [A / m] of the geomagnetism, the vertical component force of the total magnetic force H _n [A / m] of the geomagnetism is possible. In the vicinity of the poles where Ho _n · tan (δ _n ) [A / m] is strong and the equator where the horizontal component force Ho _n [A / m] is strong among the total magnetic force H _n [A / m] of the geomagnetism, In other words, in all regions on the earth, it means that ultra-high-precision speed detection can be performed using the total magnetic force H _n [A / m] of the geomagnetism.

  Further, in the above-described embodiment, the case where the present application is applied to the navigation device S has been described, but other than this, for example, an attitude control device such as an aircraft or a robot, an inertial navigation device such as an aircraft, or general traveling It is also possible to apply the present application to a distance calculation device.

  In addition, 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.

Claims (11)

A coil mounted on a moving body and used for detecting the speed of the moving body,
An induced electromotive force generator having a linear portion wound with a conductor and perpendicular to the moving direction of the moving body;
A first magnetic shield portion that covers the conductor other than the straight portion and blocks an external magnetic field;
A second magnetic shield portion for blocking a horizontal component of the total magnetic force of the geomagnetism with respect to the straight portion;
A circuit unit for extracting from the conductor an output voltage corresponding to the induced electromotive force generated in the conductor based on a vertical component of the total magnetic force of the geomagnetism and moving the moving body;
A coil comprising: A coil according to claim 1;
A mounting portion for mounting the coil on a navigation device mounted on the moving body and guiding the movement of the moving body;
A coil device comprising:
The mounting portion is
A coil support part that supports the coil so that front and back can be switched in a plane including the movement direction so that the linear portion is perpendicular to the movement direction;
A polarity switching unit used to switch the polarity of the output voltage corresponding to the front and back to be switched;
A coil device comprising: A coil according to claim 1;
A mounting portion for mounting the coil on a navigation device mounted on the moving body and guiding the movement of the moving body;
A coil device comprising:
The mounting portion is
A coil support portion that rotatably supports the coil in a plane including the moving direction so that the linear portion is perpendicular to the moving direction;
A polarity switching unit used to switch the polarity of the output voltage corresponding to the position of the coil after rotation;
A coil device comprising: A coil according to claim 1;
A mounting portion for mounting the coil on a navigation device mounted on the moving body and guiding the movement of the moving body;
Mounting state information indicating the mounting state of the coil and the linear portion, moving direction information indicating the moving direction, voltage value information indicating the value of the output voltage, and polarity information indicating the polarity of the output voltage, Transmitting means for transmitting to the navigation device as mounting information corresponding to the mounting state of the coil in the mounting portion;
A coil device comprising: A coil according to claim 1;
A mounting portion for mounting the coil on a navigation device mounted on the moving body and guiding the movement of the moving body;
Setting input means used for inputting the mounting state of the coil based on the relationship with the moving direction of the moving body;
Transmitting means for transmitting the input attachment information indicating the attachment state to the navigation device;
A coil device comprising: A coil according to claim 1;
A mounting portion for mounting the coil on a navigation device mounted on the moving body and guiding the movement of the moving body;
Determining means for determining whether the coil is attached in relation to the navigation device;
Transmitting means for transmitting the determination means to the navigation device for notification;
A coil device comprising: A coil according to claim 1;
A mounting portion for mounting the coil on a navigation device mounted on the moving body and guiding the movement of the moving body;
A coil device comprising:
A coil device comprising a gap having a preset length between the linear portion and the second magnetic shield portion. A navigation device that includes the coil device according to claim 2 and is mounted on the moving body, and that guides the movement of the moving body while receiving only power from the moving body.
An dip angle detecting means for detecting an dip angle in the geomagnetism of the current position of the moving body,
An inclination angle detecting means for detecting an inclination angle of the moving body in the moving direction based on external information obtained from the outside of the moving body;
Calculation means for calculating the speed of the moving body based on the extracted output voltage, the vertical component force, the detected depression angle, and the detected inclination angle;
Execution means for performing guidance of the moving body using the calculated speed;
A navigation device comprising: The navigation device according to claim 8, wherein
Polarity switching for switching the polarity of the output voltage in response to the reverse travel of the mobile body based on the speed of the mobile body during the predetermined travel time when the state where the external information is a predetermined value or more continues for a predetermined travel time A navigation device further comprising means. The navigation device according to claim 8, wherein
The calculating means includes
Current position detecting means for detecting a current position of the moving body;
Speed detecting means for detecting the speed of the moving body at the predetermined travel distance when the external information is equal to or greater than a predetermined value for a predetermined travel distance;
Using the detected speed, a polarity switching unit that switches the polarity of the output voltage in response to the reverse movement of the moving body based on the amount of change in the travel distance of the moving body corresponding to the detected current position When,
A navigation device comprising:   A computer included in a navigation device that includes the coil device according to any one of claims 2 to 7 and is mounted on the moving body and that guides the movement of the moving body while receiving only power from the moving body. A navigation program that functions as the navigation device according to any one of 8 to 10.

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