JP5862437B2 - Vehicle position detection device - Google Patents

Description

  The present invention relates to a vehicle position detection device.

  Conventionally, in this type of device, for example, a navigation device, the position of the vehicle is detected based on the vehicle speed detected by the wheel speed sensor, the angular velocity of the vehicle detected by the angular velocity sensor, and the like. Here, in order to realize more accurate position detection, it is desirable that the vehicle speed information detected by the wheel speed sensor and the vehicle angular speed information detected by the angular speed sensor be synchronized. However, particularly in a vehicle, vehicle speed information detected by a wheel speed sensor is acquired via an in-vehicle LAN. Therefore, there is a problem that the vehicle speed information is also delayed due to the communication delay by the in-vehicle LAN, and the vehicle speed information and the angular velocity information of the vehicle are difficult to synchronize, so that the position of the vehicle cannot be detected accurately. .

  Against this background, in recent years, there has been a technology that attempts to synchronize vehicle speed information and vehicle angular velocity information using vehicle speed information detected based on radio waves received from positioning satellites. It has been. For example, according to the technique disclosed in Patent Document 1, the speed information closest to the speed information detected based on the radio wave received from the positioning satellite among the plurality of speed information obtained via the in-vehicle LAN is specified. Then, synchronization in position detection is attempted based on the identified speed information.

JP 2009-222438 A

  By the way, in general, the vehicle speed obtained via the in-vehicle LAN, that is, the vehicle speed detected by the wheel speed sensor is calculated based on the rotation amount of the wheel per unit time (wheel rotation speed). Yes. Therefore, even if the wheel speed sensors are the same, if the wheel diameters are different, the detected vehicle speed fluctuates, and the vehicle speed detected when the vehicle travels at high speed and the vehicle detected at low speed travel There will be a difference in detection accuracy with the speed. For this reason, in the technique of Patent Document 1 described above, the speed information obtained via the vehicle-mounted LAN itself becomes information with low reliability. Therefore, based on such speed information and radio waves received from the positioning satellite. With the technology based on the comparison result of the absolute value with the detected speed information, it is difficult to realize accurate synchronization.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to accurately synchronize the speed information detected based on the rotational speed of the wheel and the angular speed information of the vehicle, and the speed information and the angular speed information. Another object of the present invention is to provide a vehicle position detection device that can accurately detect the position of a vehicle based on the above.

According to the vehicle position detection apparatus of the present invention, the first vehicle speed detection means detects the vehicle speed as the first vehicle speed based on the rotational speed of the wheel, and the angular speed detection means detects the angular speed of the vehicle. The second vehicle speed detection means detects the vehicle speed as the second vehicle speed based on the radio wave received from the positioning satellite while synchronizing with the angular velocity detection processing by the angular velocity detection means. The deviation amount specifying means specifies the degree of delay between the first vehicle speed detected by the first vehicle speed detection means and the second vehicle speed detected by the second vehicle speed detection means, and the correction means Based on the degree of delay specified by the quantity specifying means, the first vehicle speed is corrected so as to be synchronized with the angular speed detected by the angular speed detecting means. Then, the position detection means detects the position of the vehicle based on the first vehicle speed corrected by the correction means and the angular speed detected by the angular speed detection means.

  That is, the first vehicle speed detected based on the rotation speed of the wheels is synchronized with the angular speed information of the vehicle, the second vehicle speed is detected, that is, the speed is detected based on the radio wave received from the positioning satellite. It was configured to correct based on. Thereby, the speed information detected based on the rotation speed of the wheel, that is, the corrected first vehicle speed and the angular speed information of the vehicle can be accurately synchronized, and the vehicle based on the speed information and the angular speed information can be synchronized. The position detection can be realized with high accuracy.

1 is a functional block diagram schematically showing a navigation device according to one embodiment. The figure which shows an example of the relationship between vehicle-mounted LAN system speed information, angular velocity information, and positioning system speed information The figure for demonstrating the calculation method of the correlation of positioning system speed information and vehicle-mounted LAN system speed information The figure for demonstrating the identification method of the deviation | shift amount of positioning system speed information and vehicle-mounted LAN system speed information Flow chart showing contents of main control Flow chart showing contents of deviation amount calculation processing Flow chart showing contents of positioning system speed information acquisition control Flow chart showing contents of angular velocity information acquisition control The flowchart which shows the contents of in-vehicle LAN system speed information acquisition control The figure which shows the formula for calculating the advancing direction of vehicles The figure which shows the formula for calculating the position of the vehicle

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, a navigation device 10 having a vehicle route guidance function or the like corresponds to the vehicle position detection device described in the claims, and includes a control unit 11, an angular velocity detection unit 12, and a positioning unit. 13 and a storage unit 14 are provided. The navigation device 10 is connected to various vehicle control devices such as an external travel control device 21, a steering control device 22, and a meter control device 23 via an in-vehicle LAN 20. Further, the navigation device 10 establishes a wireless communication line with a vehicle communication device mounted on another vehicle (not shown), a server set in the information center, and the like via the communication control unit 24. Various data communications are possible with these external devices.

In this case, the travel control device 21 corresponds to the first vehicle speed detection means described in the claims, and is configured by, for example, an ABS control device (ABS: Antilocked Braking System). The travel control device 21 detects the vehicle speed detected by a wheel speed sensor (not shown) as the in-vehicle LAN system speed. Then, the traveling control device 21 transmits information indicating the detected in-vehicle LAN system speed as in-vehicle LAN system speed information to other devices such as the control unit 11 and the meter control device 23 through the in-vehicle LAN 20. Here, the wheel speed sensor is provided in association with each wheel of the vehicle, whereby the travel control device 21 detects the rotational speed of each wheel. In this case, the traveling control device 21 is set to detect the average value of the rotational speeds of the wheels as the in-vehicle LAN system speed. The in-vehicle LAN system speed corresponds to the first vehicle speed described in the claims. Further, in this case, the navigation device 10 has a configuration in which a travel control device 21 that is first vehicle speed detection means is provided outside the device.
The steering control device 22 detects the operation angle of the steering by the driver, and transmits operation angle information indicating the detected operation angle to other devices via the in-vehicle LAN 20. The meter control device 23 specifies the speed of the vehicle based on the in-vehicle LAN system speed information received from the travel control device 21 and displays the specified speed on a meter (not shown).

  Then, each component with which the navigation apparatus 10 is provided is demonstrated. The control unit 11 corresponds to the synchronization control means described in the claims, and is configured mainly by a microcomputer having a CPU, a ROM, and a RAM (not shown), and controls the overall operation of the navigation device 10. Further, the control unit 11 virtually implements the deviation amount specifying processing unit 31, the correction processing unit 32, and the position detection processing unit 33 by software by executing a control program in the CPU. The deviation amount identification processing unit 31 corresponds to the deviation amount identification unit described in the claims, the correction processing unit 32 corresponds to the correction unit described in the claims, and the position detection processing unit 33 This corresponds to the position detecting means described in the claims.

  The angular velocity detection unit 12 corresponds to the angular velocity detection means described in the claims, and is constituted by, for example, a gyro sensor. The angular velocity detection unit 12 detects the angular velocity of the vehicle, and directly outputs information indicating the detected angular velocity to the control unit 11 as angular velocity information without passing through the in-vehicle LAN 20. When the angular velocity detection unit 12 is composed of an analog gyro sensor, a voltage value corresponding to the detected angular velocity is output from the angular velocity detection unit 12 and converted into a digital value by an AD converter (not shown) built in the control unit 11. Used. On the other hand, when the angular velocity detection unit 12 is configured by a digital gyro sensor, the detected angular velocity is AD-converted internally based on a clock signal input from the outside, and is output to the control unit 11 by serial communication.

  The positioning unit 13 corresponds to the second vehicle speed detecting means described in the claims, and includes a satellite radio wave receiver that receives a positioning radio wave transmitted from a positioning satellite (not shown), and detects an angular velocity. The position and speed of the vehicle are detected based on the radio wave received from the positioning satellite while being synchronized with the angular velocity detection process by the unit 12. The positioning unit 13 directly outputs information indicating the detected position of the vehicle as position information to the control unit 11 without passing through the in-vehicle LAN 20. Further, the positioning unit 13 detects the detected vehicle speed as a positioning system speed, and directly outputs information indicating the detected positioning system speed as positioning system speed information to the control unit 11 without using the in-vehicle LAN 20. To do. In this case, the positioning unit 13 includes a clock 131 and operates based on a clock signal input from the clock 131.

  Here, both the angular velocity detection unit 12 and the positioning unit 13 are directly connected to the control unit 11 without using the in-vehicle LAN 20. Therefore, the output of the angular velocity information from the angular velocity detection unit 12 to the control unit 11 and the output of the positioning system speed information from the positioning unit 13 to the control unit 11 are difficult to delay. Therefore, the control unit 11 receives the signal from the angular velocity detection unit 12. The angular velocity information and the positioning system speed information from the positioning unit 13 can be acquired in synchronization. Even if a delay occurs in the output of the angular velocity information from the angular velocity detection unit 12 or the output of the positioning system speed information from the positioning unit 13, the control unit 11 is a system of the operating system operated by the CPU. It has a synchronization control function that synchronizes the angular velocity information from the angular velocity detection unit 12 and the positioning system velocity information from the positioning unit 13 by correcting the information in which the delay has occurred using the time.

  The storage unit 14 is configured by a non-volatile storage medium such as a hard disk drive or a memory, for example, and stores various computer programs, data used in each program, and the like. In addition, the storage unit 14 has a buffer (not shown) that temporarily stores various data and information input to the control unit 11. This buffer has a so-called FIFO (First In First Out) structure, that is, a first-in first-out structure, and stores data and information for the latest M seconds (for example, 30 seconds).

The deviation amount specifying processing unit 31 specifies a deviation amount between the in-vehicle LAN system speed detected by the travel control device 21 and the positioning system speed detected by the positioning unit 13 as will be described in detail later.
As will be described in detail later, the correction processing unit 32 corrects the in-vehicle LAN system speed to be synchronized with the angular velocity detected by the angular velocity detection unit 12 based on the deviation amount specified by the deviation amount specification processing unit 31. To do.
The position detection processing unit 33 includes the in-vehicle LAN system speed information corrected by the correction processing unit 32, the angular velocity information detected by the angular velocity detection unit 12, the vehicle position information output from the positioning unit 13, and as necessary. Based on detection data detected by other sensors (for example, a geomagnetic sensor, an acceleration sensor, etc.), the position of the vehicle is detected with high accuracy.

Next, position detection processing by the navigation device 10 having the above-described configuration will be described.
As described above, the angular velocity information from the angular velocity detection unit 12 and the positioning system speed information from the positioning unit 13 are output to the control unit 11 in synchronization with each other. On the other hand, the in-vehicle LAN system speed information from the travel control device 21 is output to the control unit 11 via the in-vehicle LAN 20. Therefore, as shown in FIG. 2, a delay occurs in the in-vehicle LAN system speed information v1 (t), and the angular speed information ω (t) from the angular speed detection unit 12 and the positioning system speed information v2 (t from the positioning unit 13 ) And may be asynchronous.
Therefore, the control unit 11 of the navigation apparatus 10 uses the deviation amount specifying processing unit 31 to obtain the deviation amount T of the in-vehicle LAN system speed information v1 (t) with respect to the positioning system speed information v2 (t) synchronized with the angular velocity information ω (t). That is, the degree of delay is specified as follows.

  That is, as shown in FIG. 3, the control unit 11 is one of information (detection data) in the in-vehicle LAN system speed information v1 (t) and the positioning system speed information v2 (t), in this case, in FIG. The positioning system speed information v2 (t) indicated by the broken line is shifted so as to overlap the other information, in this case, the in-vehicle LAN system speed information v1 (t) indicated by the solid line in FIG. 3, as indicated by an arrow A in FIG. However, the area of the portion where both the speed information v1 (t) and v2 (t) overlap is calculated as the correlation value C. That is, in this case, the control unit 11 calculates a correlation value C between the two pieces of speed information v1 (t) and v2 (t) by so-called convolution integration processing. Then, as shown in FIG. 4, the control unit 11 sets the amount (time offset) by which the other information (in this case, the positioning system speed information v2 (t)) is shifted until the calculated correlation value C becomes the maximum. It is specified as a deviation amount T.

  When the deviation amount T is specified, the control unit 11 corrects the in-vehicle LAN system speed information v1 (t) to be synchronized with the angular velocity information ω (t) detected by the angular velocity detection unit 12 based on the deviation amount T. To do. That is, the control unit 11 synchronizes the in-vehicle LAN system speed information v1 (t) with the angular speed information ω (t) by converting the delayed in-vehicle LAN system speed information v1 (t) into data that is advanced by the shift amount T. Let And the control part 11 detects the position of a vehicle based on the vehicle-mounted LAN system speed information v1 (t) and angular velocity information (omega) (t) after correction | amendment.

Next, the contents of the main control executed by the navigation device 10 will be described with reference to the flowchart shown in FIG. In addition, although the process demonstrated below is a process which the control part 11 of the navigation apparatus 10 performs, it demonstrates focusing on the "navigation apparatus 10" for the simplification of description.
That is, as shown in FIG. 5, when the navigation apparatus 10 is activated, it monitors whether any of the in-vehicle LAN system speed information, positioning system speed, or angular speed information stored in the buffer has been updated. (Step A1). Then, when any information is updated (step A1: YES), the navigation device 10 calculates a deviation amount T (step A2). Then, the navigation device 10 calculates the traveling direction θ (t) of the vehicle based on the calculated shift amount T using the equation (1) shown in FIG. 10 (step A3). Then, the navigation device 10 calculates the vehicle position coordinates x (t), y (t) based on the calculated traveling azimuth θ (t) using the equations (2) and (3) shown in FIG. Step A4). The navigation device 10 repeatedly executes this process until the power is turned off.

  Next, the above-described processing in step S2 (processing for calculating the deviation amount T) will be described in more detail. That is, as shown in FIG. 6, the navigation apparatus 10 extracts positioning system speed information for the past N seconds (for example, 10 seconds) from the latest data group stored in the buffer (step B1). Further, the navigation device 10 extracts vehicle LAN system speed information for the past N seconds (for example, 10 seconds) from the latest data group stored in the buffer (step B2).

  Here, the number of positioning system speed information extracted in step B1 and the number of in-vehicle LAN system speed information extracted in step B2 may be different. Therefore, the navigation device 10 executes a resampling process for matching the number of positioning system speed information and the number of in-vehicle LAN system speed information regardless of whether the numbers of these two speed information are different (step B3). In this resampling process, a deletion process is performed to appropriately reduce the number of the two pieces of speed information having the larger number of samples, so that the number of the two pieces of speed information is matched with the number of the smaller number of samples. It is also possible to set the number of the two pieces of speed information to match the number of the larger number of samples by executing an interpolation process that appropriately increases the number of the two pieces of speed information having the smaller number of samples. May be. The navigation device 10 may be set to execute the resampling process (step B3) only when the number of positioning system speed information and the number of in-vehicle LAN system speed information are different.

  When the navigation apparatus 10 matches the number of two pieces of speed information via the resampling process, the navigation apparatus 10 calculates a correlation value C between the two pieces of speed information by a convolution integration process (step B4). And the navigation apparatus 10 specifies the point where the calculated correlation value C becomes the maximum, and specifies the deviation | shift amount T of vehicle-mounted LAN system speed information and positioning system speed information from the point (step B5).

Next, positioning system speed information acquisition control, angular speed information acquisition control, and in-vehicle LAN system speed information acquisition control executed by the navigation apparatus 10 by multitask processing in parallel with the above-described main control will be described.
In the positioning system speed information acquisition control shown in FIG. 7, when the navigation apparatus 10 receives the positioning system speed information from the positioning unit 13 (step C1: YES), the navigation apparatus 10 acquires the information to enable synchronization processing. System time is acquired (step C2). This positioning system speed information includes time information based on the clock signal of the clock 131, a positioning flag, accuracy deterioration index information, and the like, in addition to vehicle position information and positioning system speed information. And the navigation apparatus 10 determines whether the positioning state by the positioning part 13 is favorable based on the positioning flag contained in the received positioning system speed information, accuracy degradation index information, etc. (step C3).

  When the positioning state is good (step C3: YES), the navigation device 10 stores the received positioning system speed information in the buffer together with the system time information indicating the acquired system time (step C4). The process proceeds to step C1. On the other hand, when the positioning state is not good (step C4: NO), the navigation device 10 discards the received positioning system speed information and system time information, and proceeds to the above step C1. The navigation device 10 repeatedly executes this process until the power is turned off.

  In the angular velocity information acquisition control shown in FIG. 8, the navigation apparatus 10 starts a countdown of a predetermined time (for example, 20 milliseconds) by a timer (not shown) so as to enable periodic sampling of angular velocity information (step D1). Then, when the countdown of the predetermined time is completed, that is, when the predetermined time has elapsed (step D2: YES), the navigation device 10 acquires the system time when the countdown is completed in order to enable the synchronization process (step D3). When the navigation device 10 receives the angular velocity information from the angular velocity detector 12 (step D4: YES), the navigation device 10 stores the received angular velocity information in the buffer together with the system time information indicating the acquired system time (step D5). The navigation device 10 repeatedly executes this process until the power is turned off.

  In the in-vehicle LAN system speed information acquisition control shown in FIG. 9, when the navigation apparatus 10 receives the in-vehicle LAN system speed information from the travel control apparatus 21 (step E1: YES), the navigation apparatus 10 acquires that information to enable synchronization processing. The system time is acquired (step E2). The navigation apparatus 10 stores the received in-vehicle LAN system speed information in the buffer together with system time information indicating the system time at which the acquired in-vehicle LAN system speed information is acquired (step E3). The navigation device 10 repeatedly executes this process until the power is turned off.

As described above, according to the navigation device 10 according to the present embodiment, the positioning system speed information detected while synchronizing the in-vehicle LAN system speed information detected based on the rotational speed of the wheel with the angular speed information of the vehicle. In other words, the correction is made based on the speed information detected based on the radio wave received from the positioning satellite. Thereby, the speed information detected based on the rotation speed of the wheel, that is, the corrected in-vehicle LAN system speed information and the angular speed information of the vehicle can be accurately synchronized, and the in-vehicle LAN system speed information and the angular speed information can be synchronized. The position detection of the vehicle based on the above can be realized with high accuracy.
Further, the navigation device 10 calculates the correlation (correlation value C) between the in-vehicle LAN system speed information and the positioning system speed information by so-called convolution integration processing, and from the point where the correlation becomes the largest, the in-vehicle LAN system A deviation amount T between the speed information and the positioning system speed information is specified. Through such specific processing, the shift amount T can be specified with high accuracy.

  Further, the navigation device 10 has a configuration in which the angular velocity detection unit 12 and the positioning unit 13 are directly connected to the control unit 11 without using the in-vehicle LAN 20, and the angular velocity information and the positioning system speed information are unlikely to be asynchronous. is there. Further, the navigation device 10 has a synchronous control function for synchronizing the angular velocity information and the positioning system speed information. Even if the angular velocity information and the positioning system speed information become asynchronous, the angular velocity information is obtained by the function. And positioning system speed information can be modified to be synchronized. Therefore, the reliability that the positioning system speed information is synchronized with the angular speed information can be remarkably increased. As a result, the reliability of the correction processing of the in-vehicle LAN system speed information using the positioning system speed information is remarkably improved. Can be improved.

In addition, this invention is not limited only to one embodiment mentioned above, It can apply to various embodiment in the range which does not deviate from the summary, For example, it can deform | transform or expand as follows. .
The positioning system speed may cause a measurement error depending on the reception status of radio waves. Therefore, the navigation apparatus 10 may be configured to execute the calculation process of the correlation value C after excluding the positioning system speed information that may cause an error. The determination of whether or not an error has occurred in the positioning system speed information can be realized by, for example, the following processing.

  That is, for example, when the accuracy degradation index information included in the positioning system speed information received from the positioning unit 13 is equal to or greater than a predetermined threshold, it is determined to determine that an error has occurred in the positioning system speed information. Can do. The positioning unit 13 can be set to determine that an error has occurred in the positioning system speed information when the number of positioning satellites capable of receiving radio waves is less than a predetermined number. Further, when the reception level of the radio wave received from the positioning satellite by the positioning unit 13 is less than a predetermined threshold, it can be set to determine that an error has occurred in the positioning system speed information. At this time, if there are a plurality of positioning satellites capable of receiving radio waves, there is an error in the positioning system speed information when there is even one satellite whose reception level is less than a predetermined threshold. Can be determined. Further, it can be set to determine that an error has occurred in the positioning system speed information when the average value of the reception level from each satellite is less than a predetermined threshold.

In addition, the positioning system speed is easily affected by radio waves from a positioning satellite existing in the front-rear direction of a mobile object, in this case, a vehicle on which the navigation device 10 is mounted. Therefore, the positioning system speed may be set so as to be detected based on radio waves received from a positioning satellite existing within a predetermined range, for example, a visible range in the longitudinal direction of the moving body. In this case as well, for example, when the reception level from the positioning satellite existing in the visible range is less than a predetermined threshold, it may be set to determine that an error has occurred in the positioning system speed information.
Further, when the vehicle travels in a section where it is considered that an error is likely to occur in the positioning system speed, the navigation device 10 has a correlation value regardless of whether or not an error has occurred in the positioning system speed. It can also be set not to execute the calculation process of C. Such a section is, for example, a section that is statistically determined that there is a high possibility of an error in the positioning system speed based on information obtained from an external database or probe vehicle, or a so-called multipath phenomenon occurs. It is possible to set a section that is easy to perform.

The vehicle-mounted LAN system speed may cause a measurement error depending on the traveling state of the vehicle such as slip or drift on a road with a low friction coefficient. For this reason, the navigation apparatus 10 may be configured to execute the calculation process of the correlation value C after excluding the in-vehicle LAN system speed information that may cause an error. The determination as to whether or not an error has occurred in the in-vehicle LAN system speed information can be realized, for example, by the following processing.
That is, for example, when the difference between the maximum value and the minimum value of the rotational speeds of the wheels of the vehicle is greater than or equal to a predetermined threshold, it is set to determine that an error has occurred in the in-vehicle LAN system speed information. be able to. Further, the turning radius of the vehicle is calculated by dividing the positioning system speed by the angular speed, and when the calculated turning radius is less than a predetermined threshold, it is determined that an error has occurred in the in-vehicle LAN system speed information. Can be set.

  Further, when the vehicle travels in a section where it is considered that an error is likely to occur in the in-vehicle LAN system speed, the navigation device 10 regardless of whether the in-vehicle LAN system speed has an error or not. It is also possible to set so that the calculation process of the correlation value C is not executed. In such a section, for example, vehicle travel data, specifically, speed information, angular speed information, brake operation information, and the like are stored in a database in the storage unit 14 and the vehicle specified based on the travel data is stored in the past. It is possible to set a section where drift or slip has occurred. Moreover, based on the information acquired from an external database or a probe vehicle, the other vehicle which drive | works with the driving characteristic similar to the own vehicle can be specified, and the area where the other vehicle drifted or slipped in the past can be set.

The navigation device 10 also stores various information indicating the situation when the vehicle has drifted or slipped in the past, such as information indicating the weather, date and time, degree of traffic congestion, vehicle speed, and the like in the storage unit 14 and the like. In other words, when the situation is satisfied again, that is, when the situation at the time of drift or slip in the past is reproduced, it is possible to set so as not to execute the calculation process of the correlation value C.
The navigation device 10 correlates while shifting the in-vehicle LAN system speed information v1 (t) from the in-vehicle LAN system speed information v1 (t) and the positioning system speed information v2 (t) so as to overlap the positioning system speed information v2 (t). The value C may be set to be calculated.
The vehicle position detection device is not limited to the configuration applied to the navigation device 10, and can be applied to all vehicle devices mounted on the vehicle.
The first vehicle speed detection means may be provided in the vehicle position detection device instead of the travel control device 21 provided outside the vehicle position detection device.

In the drawings, 10 is a navigation device (vehicle position detection device), 11 is a control unit (synchronous control unit), 12 is an angular velocity detection unit (angular velocity detection unit), 13 is a positioning unit (second vehicle speed detection unit), 21 Denotes a travel control device (first vehicle speed detecting means), 31 denotes a deviation amount specifying processing section (deviation amount specifying means), 32 denotes a correction processing section (correcting means), and 33 denotes a position detection processing section (position detecting means).

Claims (3)

First vehicle speed detecting means (21) for detecting the speed of the vehicle as the first vehicle speed based on the rotational speed of the wheels;
Angular velocity detection means (12) for detecting the angular velocity of the vehicle;
Second vehicle speed detection means (13) for detecting a vehicle speed as a second vehicle speed based on radio waves received from a positioning satellite in synchronization with the angular velocity detection processing by the angular velocity detection means;
A deviation amount specifying means (31) for specifying a degree of delay between the first vehicle speed detected by the first vehicle speed detecting means and the second vehicle speed detected by the second vehicle speed detecting means;
Correction means (32) for correcting the first vehicle speed so as to be synchronized with the angular velocity detected by the angular velocity detecting means based on the degree of delay specified by the deviation amount specifying means;
Position detecting means (33) for detecting the position of the vehicle based on the first vehicle speed corrected by the correcting means and the angular speed detected by the angular speed detecting means;
A vehicle position detecting device.
The deviation amount specifying means shifts the detection data so that one of the detection data indicating the first vehicle speed and the detection data indicating the second vehicle speed is superimposed on the other detection data. The vehicle position detection device according to claim 1, wherein an area of a portion overlapping with is calculated as a correlation value, and an amount of shifting the one detection data until the calculated correlation value becomes maximum is specified as the delay degree .
  The angular velocity detection means and the second vehicle speed detection means are connected to synchronize the angular velocity detected by the angular velocity detection means with the second vehicle speed detected by the second vehicle speed detection means. The vehicle position detection device according to claim 1, further comprising (11).

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