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WO2017039000A1 - Système de mesure de trajectoire de déplacement de corps mobile, corps mobile, et programme de mesure - Google Patents

Système de mesure de trajectoire de déplacement de corps mobile, corps mobile, et programme de mesure Download PDF

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Publication number
WO2017039000A1
WO2017039000A1 PCT/JP2016/075890 JP2016075890W WO2017039000A1 WO 2017039000 A1 WO2017039000 A1 WO 2017039000A1 JP 2016075890 W JP2016075890 W JP 2016075890W WO 2017039000 A1 WO2017039000 A1 WO 2017039000A1
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WIPO (PCT)
Prior art keywords
data
gnss
moving body
calculation unit
positioning
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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PCT/JP2016/075890
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English (en)
Japanese (ja)
Inventor
秀幸 鳥本
正浩 浅子
真平 加藤
憲幸 篠田
田中　克典
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MEIELEC CO Ltd
Nagoya University NUC
GNSS Technologies Inc
ACT Electronics Corp
Original Assignee
MEIELEC CO Ltd
Nagoya University NUC
GNSS Technologies Inc
ACT Electronics Corp
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Application filed by MEIELEC CO Ltd, Nagoya University NUC, GNSS Technologies Inc, ACT Electronics Corp filed Critical MEIELEC CO Ltd
Publication of WO2017039000A1 publication Critical patent/WO2017039000A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/28—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network with correlation of data from several navigational instruments
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
    • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/42—Determining position
    • G01S19/45—Determining position by combining measurements of signals from the satellite radio beacon positioning system with a supplementary measurement

Definitions

  • the present invention relates to a technique for positioning the position of a moving body such as a vehicle using GPS (Global Positioning System), and more specifically, the position and speed of the moving body by a combined system of GPS and other measuring devices.
  • GPS Global Positioning System
  • the present invention relates to a technique for measuring a direction, a locus, and the like.
  • GNSS positioning since absolute position and absolute orientation can be obtained, GPS has been widely used for measuring the travel trajectory of moving objects.
  • a tunnel section (inside) or in a city with many buildings there is a problem that it is impossible to grasp the exact traveling trajectory of a moving body because satellite signals do not reach and accurate positioning cannot be performed due to the influence of multipath. there were.
  • IMU Inertial Measurement Device
  • Patent Document 1 a device or the like for enabling the position of a vehicle to be determined with high accuracy when a GPS satellite is invisible has been proposed.
  • Patent Document 1 a coordinate value of a vehicle in which a GPS receiver that observes a carrier wave transmitted from a GPS satellite, an inertia device that detects an acceleration vector, and a vehicle speed detection device that detects a vehicle speed value is determined.
  • An inertial navigation unit that calculates a vehicle coordinate value and a vehicle velocity vector based on an acceleration vector detected by the inertial device, and an observation acquired by the GPS receiver when a GPS satellite is visible
  • An observation information generation unit that generates predetermined information as observation information based on the value, and a correction amount of the calculation error of the inertial navigation unit using the observation information generated by the observation information generation unit as a GPS visible time correction amount
  • the Kalman filter to be calculated, the vehicle coordinate value calculated by the inertial navigation unit, and the vehicle speed vector are calculated by the Kalman filter.
  • a navigation correction unit that corrects the corrected GPS visible time, a speed scalar calculation unit that calculates a vehicle speed scalar based on the vehicle speed value detected by the vehicle speed detection device, and the speed scalar calculation when the GPS satellite is visible.
  • a side slip angle calculation unit that calculates a side slip angle of the vehicle based on a speed scalar calculated by the unit and a lateral component of the speed vector corrected by the navigation correction unit, and a side slip angle calculated by the side slip angle calculation unit
  • a lateral slip angle accumulating unit that accumulates the left and right components of the acceleration vector detected by the inertial device in association with each other, and a lateral component of the acceleration vector of the vehicle based on the skid angle accumulated in the side slip angle accumulating unit,
  • a cornering power calculation unit for calculating a relationship value with a side slip angle as cornering power, and a GPS satellite invisible.
  • the vehicle based on the velocity scalar calculated by the velocity scalar calculation unit at the invisible time, the lateral component of the acceleration vector detected at the GPS invisible time by the inertial device, and the cornering power calculated by the cornering power calculation unit.
  • a velocity vector calculating unit that calculates a velocity vector of the vehicle, and a difference between the velocity vector calculated by the inertial navigation unit at the GPS invisible time and the velocity vector calculated by the velocity vector calculating unit is calculated as a velocity vector residual.
  • a velocity vector residual calculation unit, and the Kalman filter calculates a correction amount of the calculation error of the inertial navigation unit as a GPS invisible correction amount using the velocity vector residual calculated by the velocity vector residual calculation unit
  • the navigation correction unit is connected to the inertial navigation unit when a GPS satellite is visible.
  • the coordinate value of the vehicle is determined by correcting the calculated coordinate value of the vehicle with the correction amount when the GPS is visible, and the coordinate value of the vehicle calculated by the inertial navigation unit when the GPS satellite is not visible is
  • a position locating device characterized by locating a coordinate value of a vehicle by correcting with a correction amount.
  • an inertial measurement device that measures motion information of a moving body that passes through the set passing point position coordinates, and receives the motion information of the moving body from the inertial measurement device
  • a DR calculation unit that calculates a first estimated position and a first estimated speed of the moving body, a passing point position coordinate through which the moving body passes, a passing time through which the passing point position coordinate passes, and a speed are set.
  • the passing point coordinate setting unit and the movement information of the moving body are held every unit time, and the time when the first estimated position and the passing point position coordinate coincide with each other, and set by the passing point coordinate setting unit.
  • a reference for calculating the second estimated position and the second estimated speed of the moving body by dead reckoning using the motion information based on the difference value with the passed time Receiving the difference value between the first estimated position and the second estimated position and the difference value between the first estimated speed and the second estimated speed as an observed value, And a Kalman filter that calculates an error estimated value of the current position of the current position is disclosed.
  • LDV laser Doppler sensor
  • Patent Document 3 a moving body to which two speed sensors for detecting the relative speed between the vehicle body and the road surface on which the vehicle body travels is attached has been proposed.
  • the control device calculates the slip amount S between each drive wheel and the floor based on the detection results of the two laser Doppler sensors attached to the left and right of the vehicle body. Since the speed command to the actuator is added and corrected, errors due to slippage between the drive wheels and the floor, which cannot be detected only by the detection result of the encoder, can be reduced, and the moving body can be more accurately and accurately with respect to the travel route R A mobile system that can be run is disclosed.
  • the position and absolute orientation in the absolute coordinates such as GNSS cannot be obtained, and when the long distance measurement is performed only by the LDV, only the IMU is used. As in the case, there is a problem that the distance error accumulates and an accurate traveling locus cannot be grasped.
  • LDV laser Doppler velocimeter
  • GNSS is completely unsuitable for traveling in tunnel sections (inside) or traveling in urban areas due to the lack of satellite signals or the effects of multipath, etc., while IMU (INS) and 2 It can be seen that the shaft LDV can ensure a certain accuracy regardless of the traveling environment.
  • the following table shows the quality of performance for each positioning parameter for positioning performance by GNSS, IMU, and biaxial LDV.
  • GNSS GNSS
  • IMU IMU
  • biaxial LDV biaxial LDV
  • GNSS (Consideration about GNSS) Positioning by GNSS can cause satellite signal blocking, reduction, multipath, etc. due to external factors such as shielding of buildings, etc., resulting in deterioration of accuracy and inability to measure positioning. It can be said that GNSS is indispensable for obtaining absolute coordinates as System). Overcoming the above error factors and instabilities is a problem for constant high-accuracy position acquisition.
  • the triaxial gyro part which is responsible for calculating the posture and direction, has technologies and methods such as MEMS (Microelectromechanical Systems), FOG (Fiber Optic Gyro), and RLG (Ring Laser Gyro).
  • MEMS Microelectromechanical Systems
  • FOG Fiber Optic Gyro
  • RLG Ring Laser Gyro
  • the moving direction (distance direction) can be calculated with a three-axis acceleration clock, but the accuracy is difficult to maintain, especially at low speeds and in a stopped state, due to factors other than the moving direction such as vibration and tilt of the moving body. There are also challenges. On the other hand, since these measurements are performed completely independently, the error does not increase due to external factors, and the error between measurement epochs is significantly small.
  • LDV can accurately determine the movement distance of the target surface by the “Coriolis phenomenon of coherent optical interference”, and the amplitude change of the interference light can be measured over time. Accurate speed can be measured by measuring the axis.
  • a differential LDV it is possible to irradiate a road surface with laser light attached to a moving body such as a vehicle, and accurately measure the ground speed and moving distance of the moving body from the beat frequency of the scattered light obtained therefrom. it can. Then, it is considered that by installing two LDVs parallel to the traveling direction, it is possible to measure the traveling direction change in addition to the accurate moving distance and speed of the moving body.
  • the calculated distance is the distance on the ground (surface layer) and does not take into account the road gradient or inclination, and is replaced with the coordinates and distance on the same ellipsoidal surface in order to match the GNSS position. Treatment such as is necessary.
  • the present invention is a situation in which GNSS positioning cannot maintain sufficient accuracy, and a system that can always measure an accurate traveling locus even during long-time traveling in a tunnel section (inside) where high-accuracy positioning cannot be performed.
  • the purpose is to provide.
  • a traveling locus measurement system includes a plurality of GPS satellites, an SBAS satellite, a global navigation satellite system (GNSS), a communication device for receiving correction information, an LDV unit, and a positioning calculation unit.
  • GNSS global navigation satellite system
  • the positioning calculation unit determines that the reliability of the data from the GNSS is low in the determination process, the positioning calculation unit stores the data from the GNSS immediately before the determination, and the stored data The relative position in the local coordinate system generated based on the data from the aggregation device is reflected.
  • the correction or change amount calculation processing includes calculation of the change amount of the azimuth of the moving body in two dimensions, where the change amount of the azimuth is ⁇ , It is calculated by these. However, It is.
  • the GNSS positioning cannot be maintained with sufficient accuracy, and is always accurate even when traveling for a long time in a tunnel section (inside) where high accuracy positioning cannot be performed. It is possible to provide a system or the like that can measure a travel locus.
  • the basic concept of the present invention is a hybrid method that mutually complements the weak points of each measuring device and each sensor. More specifically, for example, for an IMU, an XYZ local space coordinate system with the IMU mounting position as the origin The basic operation is to measure the posture / movement direction / movement distance of the moving body at. In the biaxial LDV, the moving direction and moving distance of the moving body in the XY local plane coordinate system expressed by the two LDV sensor mounting positions are measured.
  • the moving direction and moving distance increase in accumulation error (drift) over time, and it is difficult to measure stably, and the movement measured by the two-axis LDV
  • the direction / movement distance has a small accumulation error due to the passage of time, it is difficult to express in the local space coordinate system and the world coordinate system because it is a local plane coordinate system expressed by the mounting position of the biaxial LDV.
  • the coordinates converted into the XYZ local space coordinate system are further converted into the world coordinate system based on signal data from the GPS. This makes it possible to measure the posture / movement direction / movement distance of the moving object in the world coordinate system with little accumulation error due to the passage of time (described later with reference to FIGS. 3 to 4).
  • the GNSS positioning data is compared with the LDV positioning data described above, the distance error rate is measured / calculated, and distance correction is performed based on the measured / calculated values. Is done. This point is also one of the features of the present invention.
  • FIG. 1 shows a system configuration concept of a travel locus measurement system according to an embodiment of the present invention.
  • a system 100 generally includes GPS satellites 101a to 101c, SBAS (SatellitetelAugmentation System) satellites 102, GPS satellites 101a to 101c, and SBAS satellites 102 for transmitting GPS satellite correction information and reliability information.
  • SBAS SetellitetelAugmentation System
  • GNSS Global Navigation Satellite System
  • LDV units two LDVs 105a to 105b (collectively referred to as “LDV units”), LDVs 105a to 105b
  • a positioning calculation unit 109 that calculates signal information by calculating signal data from the GNSS 103 and the aggregation device 106.
  • the GNSS 103, the communication device 104, the LDVs 105a to 105b, the aggregation device 106, and the positioning calculation unit 109 are typically mounted on a moving body (not shown in FIG. 1) such as a vehicle.
  • a calculation board or a computer including a CPU and a memory can be employed.
  • positioning signals are transmitted from the GPS satellites 101a to 101c.
  • SBAS satellite 102 From the SBAS satellite 102, as an example, WAAS / MSAS correction information, PPP correction information, and the like are transmitted.
  • the WAAS (Wide Area Augmentation ⁇ System) correction information is a correction signal in a wide-area reinforcement system using INMARSAT in the United States, and the MSAS correction information is a transport multipurpose satellite using the multi-functional transport satellite in Japan (MTSAT). It is the correction information in the satellite navigation reinforcement system. Both can be referred to as correction signals or correction data from dedicated geostationary satellites.
  • PPP correction information is high-precision correction information derived from correction information (for example, WAAS correction information) received from an SBAS satellite by a PPP (high-precision single positioning) algorithm.
  • the correction signal (correction information) from the ground received by the communication device 104 includes RTK (Real-time Kinematic) correction information and VRS correction information in addition to PPP correction information.
  • RTK Real-time Kinematic
  • the RTK correction information is correction information for transmitting correction observation information from a known point to a mobile station (mobile body) using a mobile phone or radio and measuring the position of the mobile station (mobile body) in real time.
  • the VRS correction information is correction information based on a method for performing RTK positioning by performing baseline analysis using virtual reference points.
  • position information according to WGS84 as a world geodetic system
  • accuracy index information such as ground speed, time (time), traveling direction, positioning state, number of satellites, and DOP.
  • the aggregation device 106 it is possible to acquire relative measurement data based on the moving body such as speed, moving distance, azimuth change amount, and estimated position.
  • the positioning calculation unit 109 calculates positioning information by calculating signal data from the signal data from the GNSS 103 and the aggregation device 106. Data obtained as a result of the calculation is position information according to WGS84, ground speed, time (time), and traveling direction.
  • the positioning computation unit 109 always (to be precise, repeats at short time intervals) (1)
  • the information (data) from the GNSS 103 and the information (data) from the aggregation device 106 are compared, or (2) Item data related to the reliability of information (data) from GNSS 103 is checked, If it can be determined that the reliability of the data from the GNSS 103 is high by the processing determination of either (1) or (2) above, the correction or change amount of the data from the aggregation device 106 is determined using this data as a positioning reference. Perform the calculation process.
  • the data from the aggregating device 106 cannot take into account the slope of the road on which the moving body travels or the inclination of the vehicle. In other words, the data is purely the speed / movement distance of the ground. Position information such as during automatic driving becomes position coordinates on the map data.
  • FIG. 2 shows a system configuration concept of a travel locus measurement system according to another embodiment of the present invention.
  • GPS satellites 201a to 201c, SBAS satellite 202, GNSS 203, communication device 204, LDV 205a to 205b, and aggregation device 206 in system 200 are GPS satellites 101a to 101c, SBAS satellite 102, GNSS 103, and communication device 104 in FIG. , LDVs 105a to 105b, and the aggregation device 106, respectively, are not described here.
  • the information (data) from the GNSS 203 is compared with the information (data) from the aggregation device 206, or (2) Checking item data related to the reliability of information (data) from GNSS 203, When it can be determined that the reliability of the data from the GNSS 203 is high by the processing determination of either (1) or (2) above, as an example, the IMU (Inertial Measurement Device: Inertial) described later using this data as a positioning reference Correction processing to Measurement Unit) or INS (Inertial Navigation System) 207 can be performed.
  • IMU Inertial Measurement Device: Inertial
  • INS Inertial Navigation System
  • IMU or INS 207 is further included.
  • triaxial attitude data From the IMU / INS 207, triaxial attitude data, triaxial acceleration data, and azimuth (orientation of the moving body) can be acquired.
  • the positioning calculation unit 209 calculates the positioning information by calculating the signal data from the GNSS 203 and the aggregation device 206 and the signal data from the IMU / INS 207. Data obtained as a result of the calculation is position information according to WGS84, ground speed, time (time), and traveling direction.
  • the system 200 in the second embodiment can take into account the 3-axis attitude data, the 3-axis acceleration data, and the like in the IMU / INS data. It is possible to accurately identify the travel locus at.
  • FIG. 3 explains the concept of processing operation of the traveling locus measurement system shown in FIG.
  • the processing operation in FIG. 3 is a kind of flowchart, and the processing operations from step S301 to step S308 are mainly executed by the positioning calculation unit 109 (some are processed by the aggregation device 106 or the like). May be included).
  • the processing steps for each device from which the data is derived are shown on the vertical line (vertical broken line) in the figure so that the origin of the data handled in the processing performed in each processing step can be understood. It is matched.
  • the vertical flow (from top to bottom) in the figure represents the flow of time, but does not necessarily represent a uniform flow of time in a strict sense.
  • steps S304 to S307 are located below step S303 in the figure does not mean that they are processed in this order.
  • Steps S304 to S307 are not necessarily read in such a way that the process moves along the dashed arrow when the process determination in step S301 is “No”.
  • steps S304 to S307 are The GPS signal can also be operated at predetermined time intervals (in this sense, if “No” in step S301, the operation is guided to step S304 by a broken line arrow).
  • step S301 even if the determination is always “Yes” in step S301, the absolute position acquired in step S302 can be used as data for correction in step S305.
  • step S302 the absolute position acquired in step S302 is usable in step S305 (that is, usable for correcting the distance), but the present invention is not limited to this, and in step S302. It is also possible to use the acquired absolute position for correcting the orientation of S304 (marked as a dashed arrow from step S302 to step S304 in FIG. 3).
  • step S301 the positioning calculation unit 109 determines whether the positioning result received by the GNSS 103 is highly reliable (for example, determining from the number of positioning using satellites, DOP (Dilution of Precision), or the like). If it is determined in step S301 that the positioning result of the GNSS 103 is highly reliable, the process proceeds to step S302, where the absolute position (latitude, longitude, altitude) is extracted from the positioning result, and the process returns to step S301.
  • the positioning calculation unit 109 can sequentially acquire highly accurate position information (latitude, longitude, altitude). Further, even when highly reliable GNSS positioning can be maintained, signal processing from the biaxial LDV can be performed at any time, and the relative position in the local coordinate system can be acquired. Then, the high-accuracy absolute position information that is sequentially acquired in step S302 can be used as appropriate for the correction of the relative position (in the figure, as an example, the flow from step S302 to step S305).
  • step S301 the process proceeds to step S303, and the positioning calculation unit 109 stores the absolute position (high reliability) immediately before the determination. This absolute position is updated while the relative position in the local coordinate system generated based on the biaxial LDV signal is reflected each time until a highly reliable absolute position can be obtained again by GNSS positioning. (See below).
  • the positioning calculation unit 109 can acquire signals from the biaxial LDVs 105a and 105b as needed, and calculate the relative position of the moving object in the local coordinate system based on the signals.
  • the procedure is started by the two-dimensional relative azimuth detection or calculation process in the local coordinate system of the moving body in step S304, separately from the processing of the signal from the GNSS, and then the horizontal plane of the moving body in the coordinate system in step S305.
  • the two-dimensional relative distance detection or calculation process is continued.
  • step S304 Since the two-dimensional relative orientation was acquired in step S304 and the two-dimensional relative distance was acquired in step S305, the relative position of the moving object in the local coordinate system is calculated in step S306 based on these pieces of information. Can be obtained.
  • step S307 the relative position obtained in the previous step (step S306) is reflected in the absolute position saved in step S303. And it progresses to step S308 and updates the absolute position of a moving body.
  • step S301 the processing from step S301 to step S308 is relatively short (as an example, about several ms to several tens of ms. Of course, as long as the arithmetic processing capability of the device permits, it is shorter than that. May be repeated).
  • FIG. 4 explains the concept of processing operation of the traveling locus measurement system shown in FIG.
  • the processing operation in FIG. 4 is a kind of flowchart, and the processing operations from step S401 to step S415 are mainly executed by the positioning calculation unit 209 (some are processed by the aggregation device 206 or the like). May be included).
  • the processing steps for each device from which the data is derived are shown on the vertical line (vertical broken line) in the figure so that the origin of the data handled in the processing performed in each processing step can be understood. It is matched.
  • the vertical flow (from top to bottom) in the figure represents the flow of time, but it does not necessarily represent a uniform flow of time in the strict sense, as in the description of FIG.
  • step S401 even if “Yes” is always determined in step S401, the absolute position acquired in step S402 can be used as data for correction in step S405.
  • step S401 the positioning calculation unit 209 determines whether or not the positioning result received by the GNSS 203 is highly reliable (for example, determining from the number of positioning using satellites or DOP (Dilution of Precision)). If it is determined in step S401 that the positioning result of the GNSS 203 is highly reliable, the process proceeds to step S402, the absolute position (latitude, longitude, altitude) is extracted from the positioning result, and the process returns to step S401.
  • the positioning calculation unit 209 determines whether or not the positioning result received by the GNSS 203 is highly reliable (for example, determining from the number of positioning using satellites or DOP (Dilution of Precision)). If it is determined in step S401 that the positioning result of the GNSS 203 is highly reliable, the process proceeds to step S402, the absolute position (latitude, longitude, altitude) is extracted from the positioning result, and the process returns to step S401.
  • the positioning calculation unit 209 can sequentially acquire highly accurate position information (latitude, longitude, altitude).
  • highly reliable GNSS positioning can be maintained, signal processing from the IMU and 2-axis LDV can be performed at any time, and the relative position in the local coordinate system can be acquired. it can.
  • the high-accuracy absolute position information that is sequentially acquired in step S402 can be used as appropriate for the correction of the relative position (in the figure, as an example, the flow from step S402 to step S406).
  • step S401 the process proceeds to step S403, and the absolute position (highly reliable) immediately before the determination is stored in the positioning calculation unit 209.
  • This absolute position is a local coordinate system that is generated based on the biaxial LDV signal in consideration of tilt information and azimuth information acquired from the IMU until a reliable absolute position can be acquired again by GNSS positioning. Are updated while being reflected each time (described later).
  • the positioning calculation unit 209 can acquire signals from the biaxial LDVs 205a and 205b as needed, and calculate the relative position of the moving object in the local coordinate system based on these signals.
  • the procedure starts with the two-dimensional relative azimuth detection or calculation process in the local coordinate system of the moving object in step S405, separately from the processing of the signal from GNSS, and then in the local coordinate system of the moving object in step S407. To the three-dimensional relative orientation detection or calculation process.
  • the positioning calculation unit 209 can obtain a signal from the IMU / INS 207 as needed and calculate the relative position of the mobile object in the local coordinate system based on this signal.
  • the procedure is as follows. First, apart from processing of signals from GNSS and biaxial LDV, the extraction of tilt information from IMU / INS in step S404 (which is a parameter that can be extracted from the angular velocity sensor of IMU / INS), and Among such tilt information, the roll and pitch appear in the reflection of the two-dimensional relative orientation in the local coordinate system of the moving object calculated in step S405. That is, the positioning calculation unit 209 reflects the roll information and pitch information extracted in step S404 on the two-dimensional relative orientation in the local coordinate system of the moving object calculated in step S405. As a result, it is possible to calculate the three-dimensional relative orientation in the local coordinate system of the moving body.
  • the extraction of orientation information from the IMU / INS in step S406 and the heading of the inclination information to the three-dimensional relative orientation in the local coordinate system of the moving object calculated in step S407. Appears in the reflection. That is, the positioning calculation unit 209 reflects the heading information extracted in step S406 on the three-dimensional relative azimuth in the local coordinate system of the moving object calculated in step S407. It is possible to calculate the three-dimensional relative orientation of the moving object in the world coordinate system.
  • step S408 if the three-dimensional relative orientation in the world coordinate system of the moving body is detected or calculated in step S408, the process proceeds to step S410, and the two-dimensional relative distance using the horizontal plane of the moving body as the coordinate system is detected. Or it calculates, and also progresses to step S412 and determines the relative position in the local coordinate system of a moving body.
  • step S414 the process proceeds to step S414, and the relative position obtained in the previous step (step S412) is reflected in the absolute position stored in step S403. And it progresses to step S415 and updates the absolute position of a moving body.
  • step S401 the processing from step S401 to step S415 is relatively short (as an example, about several ms to several tens of ms. Of course, as long as the arithmetic processing capability of the device permits, it is shorter than that. May be repeated).
  • step S301 and step S401 in the reliability determination, the determination can be made from the data of “number of positioning use satellites” and “DOP”.
  • the present invention is not limited to this, and is an example.
  • the correction coefficient and the results in step S308 and step S415 are expressed in steps S301 and S415. It can also be used for the determination in S401.
  • one LDV is installed on each side of a moving body such as a vehicle to form a biaxial LDV, and the effects and effects unique to the present invention are achieved. It has become.
  • the processing described below can be typically performed in the aggregation devices 106 and 206, but the present invention is not limited to this. For example, part or all of the processing is performed by the positioning calculation unit 109. , 209 can also be configured.
  • FIG. 5 exemplarily illustrates a vector decomposition process of a distance measured by the LDV of a moving body traveling on a road having a longitudinal gradient.
  • a deviation corresponding to the gradient occurs between the moving distance measured by the LDV and the horizontal distance.
  • a process of calculating the horizontal movement distance and the vertical movement distance is performed as follows.
  • ⁇ can be associated with the pitch value of the gyro sensor.
  • FIG. 6 shows a correction process of the turning radius of a moving body that travels on a road having a cross slope (typically, a curve with an inclination to prevent a lateral displacement of the moving body due to a centrifugal force can be given). It is a figure explaining the (vehicle width (horizontal width) horizontal component indexing process of a mobile body).
  • the LDVs 611 and 612 are installed on both sides of the moving body 61 such as a vehicle
  • the starboard moving distance measured by the LDV611 and the starboard moving distance measured by the LDV612 are as follows.
  • the amount of change in the azimuth of the moving body can be finally obtained from the relationship between the port side moving distance and the starboard side moving distance.
  • the horizontal component of the vehicle width (width) of the moving body is calculated.
  • the starboard travel distance measured by the LDV 611 is L 1
  • the starboard travel distance measured by the LDV 612 is L 2
  • the vehicle width of the mobile body is W
  • the vehicle width of the mobile body is
  • the horizontal component is W ′
  • the transverse gradient value is ⁇
  • the vertical movement distance is h
  • the longitudinal gradient value is ⁇
  • ⁇ can be associated with the roll value of the gyro sensor.
  • FIG. 7 is a diagram for explaining an example of calculation processing of the amount of change in the direction of the moving body using the pitch value and roll value of the gyro sensor of the IMU / INS.
  • the rotation angle can be obtained by the following equation, which can be considered as an azimuth angle. This point can be easily understood by those skilled in the art when considered geometrically as shown in FIG.
  • the accurate movement distance of the moving body is measured based on the port movement amount and the starboard movement amount acquired from the biaxial LDV installed in the moving body.
  • the tunnel section where the GNSS positioning cannot maintain sufficient accuracy and the high-precision positioning cannot be performed (inside ), Etc. and a system that can always measure an accurate travel locus even during long-time travel in a tunnel section (inside) where high-precision positioning cannot be performed even if complemented by IMU. be able to.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Navigation (AREA)
  • Position Fixing By Use Of Radio Waves (AREA)

Abstract

Le problème décrit par la présente invention est de fournir un système qui peut mesurer de manière constante une trajectoire de déplacement avec précision. La solution selon l'invention concerne un système de mesure de trajectoire de déplacement de corps mobile ayant une pluralité de satellites GPS, un satellite SBAS, un système global de navigation par satellite (GNSS), un dispositif de communication pour recevoir des informations de correction, une unité de vélocimètre laser à effet Doppler (LDV), et une unité de calcul de positionnement, ledit système de mesure de trajectoire de déplacement de corps mobile étant caractérisé en ce que l'unité de LDV a une configuration biaxiale, le système de mesure de trajectoire de déplacement de corps mobile comprenant en outre un dispositif d'agrégation pour agréger des données de signal provenant du LDV biaxial, l'unité de calcul de positionnement évaluant la fiabilité de données provenant du GNSS, et si les données provenant du GNSS sont considérées comme étant hautement fiables, l'unité de calcul de positionnement utilise lesdites données en tant que référence de positionnement pour réviser les données provenant du dispositif d'agrégation ou calculer le degré de changement.
PCT/JP2016/075890 2015-09-03 2016-09-02 Système de mesure de trajectoire de déplacement de corps mobile, corps mobile, et programme de mesure Ceased WO2017039000A1 (fr)

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JP2015-173646 2015-09-03
JP2015173646A JP2017049162A (ja) 2015-09-03 2015-09-03 移動体の走行軌跡計測システム、移動体、及び計測プログラム

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CN114097586A (zh) * 2021-11-08 2022-03-01 天津市科睿思奇智控技术有限公司 一种平移式喷灌机定位纠偏方法及系统
CN115294319A (zh) * 2022-08-19 2022-11-04 中国人民解放军国防科技大学 基于ldv与mems组合的列车轨道节点匹配方法
CN116594000A (zh) * 2023-05-23 2023-08-15 中国人民解放军国防科技大学 基于位置观测的激光多普勒测速仪在线标定方法和装置
CN117708960A (zh) * 2024-02-04 2024-03-15 武汉大学 平面坐标和正常高的实时转换方法、装置、设备及介质

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JP7240472B2 (ja) * 2018-08-30 2023-03-15 先進モビリティ株式会社 自動運行方法
JP7593806B2 (ja) * 2020-12-28 2024-12-03 株式会社ブロードリーフ 車両操作システム、車両制御装置、車両操作方法及び車両操作プログラム

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CN114097586A (zh) * 2021-11-08 2022-03-01 天津市科睿思奇智控技术有限公司 一种平移式喷灌机定位纠偏方法及系统
CN114097586B (zh) * 2021-11-08 2022-09-30 天津市科睿思奇智控技术有限公司 一种平移式喷灌机定位纠偏方法及系统
CN115294319A (zh) * 2022-08-19 2022-11-04 中国人民解放军国防科技大学 基于ldv与mems组合的列车轨道节点匹配方法
CN115294319B (zh) * 2022-08-19 2025-09-16 中国人民解放军国防科技大学 基于ldv与mems组合的列车轨道节点匹配方法
CN116594000A (zh) * 2023-05-23 2023-08-15 中国人民解放军国防科技大学 基于位置观测的激光多普勒测速仪在线标定方法和装置
CN117708960A (zh) * 2024-02-04 2024-03-15 武汉大学 平面坐标和正常高的实时转换方法、装置、设备及介质
CN117708960B (zh) * 2024-02-04 2024-05-03 武汉大学 平面坐标和正常高的实时转换方法、装置、设备及介质

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