Vehicle position detection device

Abstract

Vehicle position detection device, which includes: a position measuring unit that measures the position of a first vehicle as its own vehicle in order to obtain first position information as the position information of the first vehicle; an autonomous sensor that detects a relative position of a second vehicle relative to the first vehicle in order to obtain relative position information of the second vehicle, wherein the second vehicle is a vehicle different from the first vehicle; a receiver that receives communication data received from and sent by the second vehicle, wherein the communication data includes second position information as position information of the second vehicle; an identification unit that performs identification of the second vehicle specified based on the relative position information and of the second vehicle from which the communication data is sent, based on the first position information, the relative position information and the second position information; a position error calculator that calculates, for the second vehicle identified by the identification unit, a difference, as position error, between a position of the second vehicle specified based on the relative position information and a position of the second vehicle specified based on the second position information; a position correction device that, based on the position error, performs a correction to the position of the second vehicle, specified based on the second position information, under the condition that the second vehicle identified by the identification unit is no longer detected by the autonomous sensor; and a driving assistance control device (5) which performs driving assistance control on the first vehicle based on the position of the second vehicle corrected by the position correction device.

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS

[0001] The present application claims priority from Japanese patent application No. 2015-096382, filed on May 11, 2015, the entire contents of which are hereby incorporated by reference. BACKGROUND

[0002] The invention relates to a vehicle position detection device that detects the position of a vehicle.

[0003] A driver assistance system that uses vehicle-to-vehicle communication may experience reduced assistance accuracy due to an error in the position information received from another vehicle. This other vehicle could be one located in the vicinity of the system's own vehicle.

[0004] To address the reduced accuracy of the assistance system, a method has been proposed in which position information from the surrounding vehicle, obtained from the detection of an autonomous sensor, is used in addition to the position information obtained through communication, without relying solely on the position information obtained through communication. The autonomous sensor can be, for example, a millimeter-wave radar sensor, but is not limited to this. For example, reference is made to the Japanese unexamined patent applications JP 2008 - 046 873 A and JP 2011 - 221 869 A.

[0005] From US patent 2012 / 0 330 527 A1, a driver assistance system and a wireless communication device for a vehicle are known. From US patent 2013 / 0 093 618 A1, a method and a system for improving the accuracy of correction data for a position in a differential global positioning system using vehicle-to-vehicle communication are known. From JP S58-143 213 A, a successive correction method for estimating the position measured by navigation is known. From DE 11 2011 101 286 T5, a vehicle-integrated device, a device for determining the position of a vehicle ahead, and a method for determining the position of a vehicle ahead are known. SUMMARY

[0006] In general, a method is proposed that makes it possible to increase the detection accuracy of a vehicle's position in order to improve the support accuracy that has been required in relation to a driving assistance system.

[0007] It is desirable to specify a vehicle position detection device that makes it possible to increase the detection accuracy of a vehicle's position.

[0008] One aspect of the invention specifies a vehicle position detection device comprising: a position measuring unit that measures the position of a first vehicle as its own vehicle in order to obtain first position information as the position information of the first vehicle; an autonomous sensor that detects the relative position of a second vehicle relative to the first vehicle in order to obtain relative position information of the second vehicle, wherein the second vehicle is a vehicle distinct from the first vehicle; a receiver that receives communication data received from and transmitted by the second vehicle, wherein the communication data includes second position information as the position information of the second vehicle;an identification unit that identifies the second vehicle, specified based on the relative position information, and the second vehicle from which the communication data is sent, based on the first position information, the relative position information, and the second position information; a position error calculator that calculates, for the second vehicle identified by the identification unit, a difference, as a position error, between a position of the second vehicle specified based on the relative position information and a position of the second vehicle specified based on the second position information;and a position correction device that, based on the position error, performs a correction to the position of the second vehicle, specified based on the second position information, under the condition that the second vehicle identified by the identification unit is no longer detected by the autonomous sensor. Furthermore, a driving assistance control device is included that performs driving assistance control on the first vehicle based on the position of the second vehicle corrected by the position correction device.

[0009] The position correction device can average the position error calculated sequentially for the second vehicle identified by the identification unit over a time axis and can perform the correction based on the averaged position error.

[0010] The position correction device can adjust the position error based on a time elapsed and a distance traveled by the second vehicle from a point in time at which the second vehicle identified by the identification unit is no longer detected by the autonomous sensor.

[0011] The driving assistance control unit can perform driving assistance control based on one of several control levels that differ depending on the driving position of the second vehicle. Brief description of the drawings Fig. Figure 1 is a block diagram that provides an overview of a configuration of a vehicle control unit that includes the vehicle position detection device according to one embodiment; Fig. Figure 2 shows an example of communication data in vehicle-to-vehicle communication; Fig. Figure 3 is a functional block diagram that describes a position detection of a surrounding vehicle and a driving assistance control according to the implementation; Fig. Section 4 describes an example of how to identify surrounding vehicles; Fig. Section 5 describes an example of information to be recorded when calculating an average position error; Fig. 6 describes the significance of performing a position correction; Fig. Figure 7 is a flowchart showing a sequence of processes related to the calculation and recording of the average position error; and Fig. Figure 8 is a flowchart showing a sequence of processes related to correcting the position of the surrounding vehicle and the driving assistance control. DETAILED DESCRIPTION

[0012] In the following, some embodiments of the invention are described in detail with reference to the accompanying drawings. [1. Overall configuration of the vehicle control unit]

[0013] Fig. Figure 1 is a block diagram that provides an overview of a configuration of a vehicle control unit 1, which includes a vehicle position detection device according to one embodiment of the invention. Incidentally, Figure 1 shows Fig. 1 mainly a configuration of a key part of the configuration of the vehicle control unit directed towards the execution of the invention 1.

[0014] Referring to Fig. 1 The vehicle control unit 1 may contain: an image acquisition unit 2, an image processor 3, a memory 4, a driving assistance control unit 5, a display control unit 6, an engine control unit 7, a transmission control unit 8, a brake control unit 9, sensors and operating elements 10, a display 11, an engine actuator 12, a transmission actuator 13, a brake actuator 14, a bus 15 and a vehicle-to-vehicle communication unit 16, all of which may be provided in a separate vehicle (subject vehicle).

[0015] The image processor 3 can be configured by a microcomputer containing, for example, a central processing unit (CPU), read-only memory (ROM), and random-access memory (RAM), but is not limited to this. Based on the image acquisition data, the image processor 3 can execute predefined image processing operations related to the detection of the environment outside the vehicle. The image acquisition data can be obtained by the image acquisition unit 2 from capturing an image in the direction of travel of the vehicle. In this configuration, the direction of travel can be forward, but is not limited to this. The image processing operations performed by the image processor 3 can utilize memory 4. Memory 4 can be, for example, non-volatile memory, but is not limited to this.

[0016] The image acquisition device 2 can contain two cameras. Each camera can contain an optical camera system and an imaging device. The imaging device can be, for example, a charge-coupled device (CCD), a complementary metal-oxide semiconductor (CMOS), or any suitable device that allows imaging, but is not limited to such devices. Each camera can cause an image of an object to be formed on an imaging plane of the imaging device by a corresponding optical camera system, thereby allowing an electrical signal corresponding to a received quantity of light to be obtained on a pixel-by-pixel basis.

[0017] The cameras can be arranged to perform area scanning based on a so-called stereo image acquisition method. The electrical signal received from each camera can undergo analog-to-digital (A / D) conversion and a predetermined correction. The signal, after A / D conversion and predetermined correction, can be fed to the image processor 3 as a digital image signal (i.e., image acquisition data) that specifies a brightness value on a pixel-by-pixel basis. The brightness value can be represented by any predetermined number of gradation values.

[0018] The image processor 3 can perform various image processing operations to obtain forward information and, based on this forward information and any other data, can estimate the trajectory of the vehicle. These various image processing operations can be based on any piece of image acquisition data obtained through stereo imaging. The forward information can include, for example, three-dimensional object data and lane line data located in front of the vehicle, but is not limited to these. Furthermore, the image processor 3 can detect a vehicle traveling ahead on the vehicle's trajectory based on the obtained forward information, including the three-dimensional object data.

[0019] In a specific but non-limiting example, the image processor 3 can perform the following exemplary processes, which are based on each piece of image acquisition data obtained through stereo image acquisition. First, the image processor 3 can generate distance information. The distance information can be generated based on the triangulation principle, which uses a displacement amount (i.e., a parallax) between corresponding positions in respective captured images, namely a pair of captured images, as the pieces of image acquisition data. Furthermore, the image processor 3 can perform a known grouping process on the distance information and can compare the distance information that has undergone the grouping process with three-dimensional road shape data, three-dimensional object data, etc., that are pre-stored.Through comparison, the image processor 3 can extract data, including, but not limited to, lane line data, data on a guardrail along a road, data on a side wall such as a curb, and data on the three-dimensional object such as a vehicle. Based on the extracted data, including lane line data and side wall data, the image processor 3 can further estimate a trajectory of its own vehicle and, as an ambient vehicle moving in the same direction, can extract or detect any three-dimensional object located on its own vehicle's trajectory (including the lane in which its own vehicle is traveling and any adjacent lane in a case where the road has multiple lanes per side) and moving at a predetermined speed in a direction substantially the same as its own vehicle's direction.Subsequently, the surrounding vehicle moving in the same direction can simply be referred to as the "same-direction surrounding vehicle." The predetermined speed can be, for example, 0 km / h or greater, but is not limited to this. When the same-direction surrounding vehicle is detected, the image processor 3 can calculate a relative distance cd, a relative velocity ds, a surrounding vehicle speed ss, and a surrounding vehicle acceleration sac as vehicle information for this same-direction surrounding vehicle. The relative distance cd can be equal to the distance between the vehicle and the same-direction surrounding vehicle. The relative velocity ds can be equal to the rate of change of the relative distance cd.The surrounding vehicle speed ss can be defined as the sum of the relative speed ds and the vehicle's own speed js, where the vehicle's own speed js can be a speed of the vehicle detected by a vehicle speed sensor 10a described later. The surrounding vehicle acceleration sac can be equal to a difference value of the surrounding vehicle speed ss. The image processor 3 can, among the same-direction surrounding vehicles, identify any surrounding vehicle located in the lane in which the vehicle is traveling as the vehicle ahead.The image processor 3 can also, among the same-direction ambient vehicles, detect any ambient vehicle that, in particular, has an ambient vehicle speed ss equal to or less than a predetermined value (for example, but not limited to 4 km / h or less) and is not accelerating, as an essentially stopped ambient vehicle.

[0020] For example, the image processor 3 can obtain the aforementioned vehicle information about the surrounding vehicle for each individual frame of each of the captured image data pieces. The image processor 3 can cause the memory 4 to sequentially store or retain the obtained vehicle information.

[0021] The aforementioned process for detecting the surrounding vehicle (or the same-direction surrounding vehicle), performed by the image processor 3, is, in other words, a process for detecting the relative position of any surrounding vehicle located in the vicinity of the own vehicle. The image acquisition unit 2 and the image processor 3, which are designed to perform such a process for detecting the surrounding vehicle, can represent a non-restrictive example of an "autonomous sensor" that autonomously detects the relative position of the surrounding vehicle located in the vicinity of the own vehicle.

[0022] The driving assistance control unit 5 can be configured by a microcomputer containing, for example, a CPU, ROM, and RAM, but is not limited to this. The driving assistance control unit 5 can execute various control processes related to driving assistance, based on the results of image processing performed by the image processor 3 and stored in memory 4, and based on information for detection, operating inputs, etc., obtained from the sensors and operating elements 10. The driving assistance control unit 5 can be connected to the display control unit 6, the engine control unit 7, the transmission control unit 8, and the brake control unit 9 via bus 15 and is designed to perform mutual data communication between these control units, each of which can also be configured by a microcomputer.The driving assistance control unit 5 can instruct any required control unit among the foregoing control units to perform an operation related to driving assistance.

[0023] Specific, non-restrictive examples of driver assistance systems may include adaptive cruise control (ACC) and pre-crash braking control. In ACC, a target vehicle speed sc and a target inter-vehicle distance Dt can be set based on an operating input executed by a predetermined operating element provided among the sensors and operating elements 10. The driver assistance control unit 5, like ACC, can perform constant-speed control, causing the vehicle's own speed js to maintain the target vehicle speed St when the vehicle ahead is not detected.When the vehicle ahead is detected, the adaptive cruise control (ACC) unit can execute a following-drive control function, which ensures that the relative distance cd between the vehicle and the vehicle ahead maintains a target inter-vehicle distance Dt. The following-drive control function can also include following-stop control and following-start control.

[0024] As a pre-crash braking control system, the driver assistance control unit 5 can perform a predetermined vehicle control action if it is determined that the vehicle might collide with a specific obstacle, provided that the obstacle has been detected. The obstacle could be, for example, a vehicle in front of the vehicle, including, but not limited to, the vehicle directly ahead. The predetermined vehicle control action could, for example, be to issue a warning to the driver or to perform additional braking, but not limited to, these actions. The determination of whether the vehicle might collide with the obstacle can be made based on information about the distance between the vehicle and the obstacle, which is calculated by the image processor 3.

[0025] The driver assistance control unit 5 can be connected to the vehicle-to-vehicle communication unit 16. The vehicle-to-vehicle communication unit 16 can perform data exchange between the vehicle and the surrounding vehicle located in the vicinity of the vehicle using a communication system that operates according to a predetermined vehicle-to-vehicle communication standard. Vehicle-to-vehicle communication is not limited to direct communication between the vehicles. Vehicle-to-vehicle communication can also include communication involving a transmitter, such as a base station, but is not limited to this.

[0026] Fig. Figure 2 shows an example of communication data exchanged between the vehicle and the surrounding vehicle via the vehicle-to-vehicle communication device 16. In the example shown, the communication data can include, without limitation: the date and time the communication data was sent; a vehicle identification (ID) that uniquely identifies the vehicle from which the communication data is sent; position information regarding latitude, longitude, and altitude, measured at or by the vehicle from which the communication data is sent; and various pieces of information concerning the vehicle speed, acceleration, and a brake light of the vehicle from which the communication data is sent. The acceleration information can include, at a minimum, information about acceleration acting in a direction parallel to the direction of travel of the vehicle from which the communication data is sent.The information regarding the brake light can, for example, be information indicating the switching on and off of the brake light provided on the vehicle from which the communication data is sent, but is not limited to this.

[0027] Referring to Fig. 1. The driving assistance control unit 5 can also perform driving assistance control based on communication data received from the surrounding vehicle by the vehicle-to-vehicle communication unit 16, as will be described in more detail later.

[0028] The sensors and operating elements 10 can generally comprise various sensors and operating elements provided on the vehicle itself. Non-limiting examples of the sensors provided as the sensors and operating elements 10 may include: the vehicle speed sensor 10a, which detects a speed of the vehicle as the vehicle speed js; an engine speed sensor 10b, which detects a rotational speed of an internal combustion engine; an accelerator pedal position sensor 10c, which determines an accelerator pedal position from a pressure applied to an accelerator pedal.a depressor pedal amount detected; a GPS sensor 10d that measures a position based on geographical latitude, longitude and altitude; a yaw rate sensor 10e that detects a yaw rate; an accelerometer (G-sensor) 10f that detects acceleration; and a brake switch 10g that can be turned on and off in response to operation and non-operation of the brake pedal.

[0029] Herein, the term “GPS” is not limited to the “Global Positioning System” currently operated in the United States, and is intended to refer generally to a global navigation satellite system (GNSS) as a “satellite positioning system”.

[0030] The sensors and operating elements 10 may also include other sensors not shown, such as, but not limited to: a mass flow sensor that detects an intake air quantity to be supplied to an internal combustion engine; a throttle position sensor that detects a position of a throttle valve inserted into an intake port and that sets an intake air quantity to be supplied to each cylinder of the engine; a water temperature sensor that detects a temperature of coolant which indicates a temperature of the internal combustion engine; and an ambient temperature sensor that detects a temperature outside the vehicle.

[0031] Non-restrictive examples of operating elements may include: an ignition switch providing instructions for starting and stopping the internal combustion engine; an operating element performing the operation in relation to the foregoing ACC; a shift lever providing instructions for selecting an automatic shift mode and a manual shift mode, and for upshifting and downshifting in manual shift mode in an automatic transmission; and a display switch that toggles between display information to be shown on a multifunction display (MFD) provided at display 11.

[0032] Display 11 can generally include various gauges, the MFD (Multi-Function Display), and any other display device that presents information to the driver. The gauges could be, for example, a tachometer and a speedometer mounted on an instrument panel positioned in front of the driver, but are not limited to these. The MFD can display different pieces of information simultaneously by switching between them. These different pieces of information could include, but are not limited to, information about the vehicle's distance traveled, the ambient temperature, and the current fuel consumption.

[0033] The display control unit 6 can, but is not limited to, control a display operation to be carried out by the display 11, for example, based on a detection signal and information about an operating input, each supplied by a predetermined sensor and an operating element in the sensors and operating elements 10. For example, the display control unit 6 can display predetermined information on the display 11 as part of the driving assistance, based on instructions given by the driving assistance control unit 5. The predetermined information can, for example, be a warning message that can be displayed in a predetermined area in the MFD.

[0034] The engine control unit 7 can control various actuators, designated as the engine actuator 12, for example, based on the detection signal and information on the operating input supplied by a predetermined sensor and operating element in the sensors and operating elements 10, but is not limited to this. The engine actuator 12 can include various actuators relating to engine operation, such as a throttle actuator that drives a throttle valve and an injector that injects fuel, but is not limited to this.

[0035] For example, the engine control unit 7 can perform start and stop control of the internal combustion engine according to an operation of the aforementioned ignition switch. The engine control unit 7 can also control, for example, fuel injection timing, a fuel injection pulse width, and a throttle position, but is not limited thereto, based on detection signals received from predetermined sensors, such as the engine speed sensor 10b and the accelerator pedal position sensor 10c. When performing ACC, the engine control unit 7 can determine a target throttle position from a map, etc., based on instructions given by the driving assistance control unit 5, and can control the throttle actuator, i.e., control the output power of the internal combustion engine based on the detected throttle position.

[0036] The transmission control unit 8 can control various actuators, such as the transmission actuator 13, based, for example, on the detection signal and the operating input information supplied by a predetermined sensor and operating element in the sensors and operating elements 10, but is not limited to this. The transmission actuator 13 can, for example, include an actuator that performs shift control of the automatic transmission, but is not limited to this.

[0037] For example, the transmission control unit 8 can output a shift signal to the aforementioned actuator according to a predetermined shift pattern to perform shift control when the automatic shift mode has been selected using the aforementioned shift lever. When the manual shift mode has been set, the transmission control unit 8 can output a shift signal to the aforementioned actuator to perform shift control, following instructions to shift up or down as entered by the shift lever.

[0038] The brake control unit 9 can actuate various actuators, designated as the brake actuator 14, based, for example, but not limited to, the detection signal and the operating input information supplied by a predetermined sensor and operating element in the sensors and operating elements 10. The brake actuator 14 can include various actuators related to braking, such as, but not limited to, fluid pressure control actuators that control an output fluid pressure to be delivered by a brake booster to a master cylinder and a fluid pressure within a brake fluid line.

[0039] For example, the brake control unit 9 can actuate the aforementioned fluid pressure control actuators to initiate braking of the vehicle based on fluid pressure instruction information issued by the vehicle assistance control unit 5. The brake control unit 9 can also calculate a slip rate of any wheel from detection information obtained from a predetermined sensor, such as, but not limited to, an axle speed sensor and a vehicle speed sensor 10a. Furthermore, based on the slip rate, the brake control unit 9 can increase or decrease the fluid pressure by means of one of the aforementioned fluid pressure control actuators to achieve so-called anti-lock braking system (ABS) control. [Position detection of the surrounding vehicle for driving assistance control according to one embodiment]

[0040] Fig. Figure 3 is a functional block diagram that describes the function detection of the surrounding vehicle and the driving assistance control according to the implementation. Fig. 3. The processes to be executed by the driving assistance control unit 5 are functionally divided in order to represent the processes in blocks.

[0041] Referring to Fig. 3 The driving assistance control unit 5 can include an identification processor 5a, a position error calculation processor 5b, a position correction processor 5c and a driving assistance control processor 5d.

[0042] The identification processor 5a identifies the surrounding vehicle detected by the image processor 3 and the surrounding vehicle from which the vehicle-to-vehicle communication data is sent, based on information about the position of the own vehicle measured by the GPS sensor 10d, information about the relative position of the surrounding vehicle (the same-direction surrounding vehicle) detected by the image processor 3 through the preceding detection process, relative to the own vehicle, and position information received from the surrounding vehicle through the vehicle-to-vehicle communication device 16.

[0043] The same-direction surrounding vehicle detected by the image processor 3 through the above detection process can subsequently also be referred to as the "surrounding vehicle detected by autonomous sensor".

[0044] Fig. Section 4 describes examples for the identification of surrounding vehicles. In the drawing, a part with a shaded pattern schematically denotes an area in which the same-direction surrounding vehicle can be detected by the image processor 3.

[0045] Fig. Figure 4 shows an example where, as the same-direction surrounding vehicles, one vehicle A is in the same lane as the vehicle, and vehicles B and C are in lanes adjacent to the vehicle. Vehicles A and B each have vehicle-to-vehicle communication capabilities, while vehicle C does not.

[0046] In this case, the vehicle position obtained through vehicle-to-vehicle communication is the position information belonging to surrounding vehicle A, and the position information belonging to surrounding vehicle B is exclusive to surrounding vehicle C. Therefore, identification is only performed in surrounding vehicle A and surrounding vehicle B.

[0047] In the Fig. In the example shown in Figure 4, when viewed from the vehicle's own perspective, there is no break between the surrounding vehicles A, B, and C. Therefore, the image processor 3 might detect all surrounding vehicles A, B, and C as same-direction surrounding vehicles. In this case, surrounding vehicle C might be mistakenly identified as surrounding vehicle A or surrounding vehicle B. Specifically, there might be an error in the position information measured by each of the surrounding vehicles A and B, meaning that a mistaken identification might occur if the received pieces of position information are used as a reference.In particular, such a measurement error of the position information may result in an identification in which the surrounding vehicle A is mistakenly identified as the surrounding vehicle B, or an identification in which the surrounding vehicle B is mistakenly identified as the surrounding vehicle C.

[0048] With regard to the error contained in the position information received from the surrounding vehicle, the identification processor 5a performs an identification, based on the surrounding vehicle detected by the autonomous sensor, for the surrounding vehicle from which the communication data is sent. A specific but non-limiting example of a method for performing such an identification may be a method wherein a rate of change of velocity is calculated for each surrounding vehicle detected by the autonomous sensor and each vehicle from which the communication data is received, and the surrounding vehicles between which there is a difference in the rate of change of velocity within a certain rate are identified as the same vehicle.

[0049] The identification process, which takes into account the error inherent in the position information received from the surrounding vehicle, is not limited to the method described above. Any other identification method may be used. For example, identification may be performed on the condition that a difference between a position based on position information and a position detected by an autonomous sensor falls within a predetermined threshold range, and that threshold is set based on a measurement error that occurs for each communicating vehicle.

[0050] The position error calculation processor 5b calculates, for the surrounding vehicle identified by the identification processor 5a, a difference between the position of this surrounding vehicle, specified based on the relative position detected by the image processor 3, and the position of the surrounding vehicle, specified based on the position information received through vehicle-to-vehicle communication. The position error calculation processor 5b calculates this difference as the position error ΔP.

[0051] In this context, the position error ΔP can be determined as a value that uses a relative position as a reference, but not as a value that uses an absolute position based on geographic latitude and longitude as a reference. Specifically, the term "relative position" used herein refers to a position on a two-dimensional plane defined by an axis parallel to the direction of travel of the vehicle (hereinafter referred to as the "Z-axis") and an axis parallel to the transverse direction of the vehicle (hereinafter referred to as the "X-axis"), with the vehicle's position being the origin.

[0052] During execution, the position error calculation processor 5b can first convert the position information received via vehicle-to-vehicle communication from the surrounding vehicle, which has been identified by the identification processor 5a, into a relative position. Then, the position error calculation processor 5b can calculate the difference between the converted relative position and the relative position detected by the image processor 3 with respect to this surrounding vehicle, as the position error.

[0053] The position error ΔP can also be determined as a value that uses an absolute position as a reference, by converting the relative position detected by the image processor 3 for the surrounding vehicle into the absolute position.

[0054] Furthermore, the position of the surrounding vehicle can be determined based on a position in three-dimensional space that includes the geographic altitude. This makes it possible to calculate the position error ΔP for three-dimensional data that includes the geographic altitude.

[0055] The position error calculation processor 5b can sequentially execute the aforementioned process of calculating the position error ΔP each time identification is performed with the identification processor 5a. In other words, the position error ΔP can be calculated sequentially on a time axis for the identified surrounding vehicle while the identified surrounding vehicle is being detected by the image processor 3.

[0056] The position correction processor 5c performs a correction at the position of the surrounding vehicle, specified based on the position information received via vehicle-to-vehicle communication, provided that the surrounding vehicle identified by the identification processor 5a is no longer detected by the autonomous sensor. The position correction processor 5c performs this correction based on the position error ΔP, which is calculated by the position error calculation processor 5b.

[0057] The position error ΔP can include, for example, the various error components described below, but is not limited to them: (1) an error determined by the position where a GPS antenna is mounted in each vehicle; (2) an error due to characteristics of a GPS receiver; (3) an error due to insufficient accuracy of the GPS measurement; (4) an identification error during transmission via vehicle-to-vehicle communication; and (5) an error due to insufficient detection accuracy of the autonomous sensor.

[0058] The aforementioned error component (1) can be attributed to circumstances where, for example, the autonomous sensor performs relative position detection using the rear end position of a surrounding vehicle as a reference, while the position where the GPS antenna is mounted is located at a different position on the surrounding vehicle than its rear end, but is not limited to such circumstances. The error component (1) is therefore not an error component that changes from moment to moment during the journey, but rather an error component that is a characteristic of this vehicle.

[0059] The error component (2) can be an error component attributed to a measurement logic in the GPS receiver. For example, the error component (2) can be attributed to a determination of which of the signals belonging to the respective multiple GPS satellites should be processed with higher priority. The error component (2) can thus be an error component that is a characteristic of each type of GPS receiver.

[0060] The fault components other than fault components (1) and (2) can change slightly from moment to moment during the journey and can therefore be a noise-like fault component.

[0061] In a situation where any noise-like fault component other than fault components (1) and (2) is present, the position error ΔP may not be able to accurately reflect a fault that is a characteristic of a vehicle.

[0062] To address this problem, the position correction processor 5c can perform an averaging of position error ΔP values ​​calculated sequentially over time to eliminate any error component other than error components (1) and (2). In other words, the position correction processor 5c only needs to extract such a component, which represents the error that is a characteristic of the vehicle.

[0063] In the following, the position error ΔP averaged in this way will be referred to as the “average position error aΔP”.

[0064] Referring to Fig. Section 5 describes a method for calculating the average position error aΔP with respect to the identified surrounding vehicle. Fig. Figure 5 shows an example of information to be recorded by the driving assistance control unit when calculating the average position error aΔP.

[0065] First, upon receiving communication data from the surrounding vehicle via vehicle-to-vehicle communication, the driving assistance control unit 5 can assign the vehicle ID to the position information (referred to in the diagram as "received position information"), both of which are contained in the received communication data, and record the assigned vehicle ID and the position information in RAM. During execution, the position information can be overwritten each time it is received. When recording the position information, the received absolute position information can be recorded as the position information itself, or the absolute position can be converted to a relative position, and the converted position information can then be recorded as the position information.

[0066] After identifying the surrounding vehicle from which the communication data was received and calculating the position error ΔP of this surrounding vehicle, the driving assistance control unit 5 can assign the calculated position error ΔP to the vehicle ID of this surrounding vehicle and record the assigned position error ΔP and the vehicle ID in RAM. The position error ΔP can be calculated sequentially each time the position information is received while the surrounding vehicle is detected by the autonomous sensor, i.e., while the surrounding vehicle is being identified. Surrounding vehicles with vehicle IDs from "V0001" to "Vxxxx" in the diagram are the surrounding vehicles identified after detection by the autonomous sensor. For each of these identified surrounding vehicles, the sequentially calculated position errors ΔP are recorded over a predetermined period of time.

[0067] Incidentally, the vehicle with the vehicle ID "V0002" is a vehicle from which communication data is received, but which is not detected by the autonomous sensor. For such a vehicle, only the vehicle ID and the received position information are recorded.

[0068] The driving assistance control unit 5, i.e., the position correction processor 5c, can perform the averaging of the position errors ΔP that have accumulated in RAM in order to calculate the average position error aΔP. In this embodiment, without limitation, each time a new position error ΔP is calculated, the position errors ΔP calculated within a certain elapsed time period from the time at which the new position error ΔP is calculated can be averaged to sequentially calculate the average position error aΔP. The averaging can be performed, for example, based on an arithmetic average of positions in both the X-axis and Z-axis directions, but is not limited to this. The driving assistance control unit 5, i.e.,The position correction processor 5c can assign the sequentially calculated average position error aΔP to the vehicle ID and record the assigned average position error aΔP and the vehicle ID in RAM. In this implementation, the average position error aΔP can be overwritten without restriction each time it is calculated.

[0069] Furthermore, in response to the calculation of the average position error aΔP, the driving assistance control unit 5, i.e., the position correction processor 5c, can assign information indicating the date and time of recording of this calculated average position error aΔP to the vehicle ID and record the information associated with the date and time of recording and the vehicle ID in RAM (referred to in the drawing as "date and time of error recording"). In this embodiment, the date and time of error recording information can also be overwritten sequentially without restriction.

[0070] The Position Correction Processor 5c can perform a correction of the surrounding vehicle's position based on the received position information. The Position Correction Processor 5c can perform this correction based on the average position error aΔP, which is stored in RAM.

[0071] Incidentally, the average position error aΔP used for correction may include decreasing reliability over time from the point at which a target vehicle is determined to no longer be detected. One reason for this is that the characteristics of the position error occurring in the position information received from the vehicle might arise in response to a change in the driving environment that is related to the passage of time. This change in the driving environment could, for example, include a change in the acquisition of a GPS satellite, but is not limited to this.

[0072] To address this problem, the Position Correction Processor 5c can set a value for the average position error aΔP to be used for correction, based on the elapsed time since the target environment vehicle is no longer detected. In one specific, but not limiting, example, the Position Correction Processor 5c can, according to the implementation, set the value of the average position error aΔP to be used for correction based on a lapse of time from the date and time of recording (date and time of error recording) of this average position error aΔP held in RAM. The setting can be performed, for example, by multiplying the value of the average position error aΔP by a coefficient corresponding to the elapsed time from the date and time of error recording, but is not limited to this.The coefficient can also be determined such that the degree of correction decreases over time. In this version, the maximum value of the coefficient can be "1" without restriction, and the adjustment amount can be "0" depending on the time elapsed.

[0073] The driving assistance control processor 5d can perform the driving assistance control of its own vehicle based on the position of the surrounding vehicle, which is corrected by the position correction 5c.

[0074] In this implementation, the driving assistance control can, without restriction, perform support control aimed at hazard avoidance. Hazard avoidance can be directed towards a situation where a suddenly decelerating vehicle is detected in front of the vehicle. In a specific, but non-restrictive, example, the driving assistance control processor 5d can determine the presence of the suddenly decelerating vehicle based on deceleration information contained in the communication data received through vehicle-to-vehicle communication. In this case, the driving assistance control can perform support control based on arbitrary control levels, which differ depending on whether the suddenly decelerating vehicle is in the same lane as the lane in which the vehicle is traveling.When performing the support control, information about the position of the surrounding vehicle, corrected by the position correction processor 5c, can be used.

[0075] If the suddenly decelerating vehicle is in the same lane as the driver's lane, the driver assistance control processor 5d can warn the driver. In one specific, but non-limiting, example, the driver assistance control processor 5d can display hazard avoidance warning information on the MFD's Display 11, including text such as "CAUTION: VEHICLE AHEAD IS SUDDENLY DECRACKING." If the suddenly decelerating vehicle is in a different lane than the driver's lane, the driver assistance control processor 5d can provide information to the driver indicating the presence of the suddenly decelerating vehicle in a different lane.In one specific but non-limiting example, the driver assistance control processor 5d can display text information on the MFD of display 11, such as “VEHICLE IN OTHER LANE SUDDENLY DECREASE”, or any other information besides the text information.

[0076] The foregoing warning information and the provision of information are not limited to those presented to the driver visually. The presentation of the foregoing warning information and the provision of information may also be carried out audibly.

[0077] The significance of performing the position correction described above during driver assistance control will now be described. For example, the [missing information] Fig. In the situation described above (4), the autonomous sensor detects the surrounding vehicle A, which is in the same lane as the lane in which the vehicle is traveling. This makes it possible to correctly perform the driving assistance based on the information about the relative position detected by the autonomous sensor. However, if, from the situation described in Fig. As shown in the situation 4, the surrounding vehicle C changes lanes to the lane in which the vehicle is traveling, as in Fig. As shown in Figure 6, the surrounding vehicle A is in a blind spot of the autonomous sensor, meaning that detection must rely on communication data for the position of the surrounding vehicle A received from vehicle-to-vehicle communication. Under these circumstances, handling the position of the surrounding vehicle A solely based on communication data could potentially lead to an erroneous determination of whether the surrounding vehicle A is currently in the same lane as the lane in which the own vehicle is traveling. This, in turn, could prevent the driving assistance from being performed at the appropriate control level if the surrounding vehicle A has suddenly decelerated. In contrast, the implementation that performs the aforementioned position correction, which reflects the position errors, allows for appropriate position handling even if the suddenly decelerating vehicle, i.e.,the surrounding vehicle A is in the blind spot, which makes it possible to perform the driving assistance based on the appropriate control level. [3. Procedure of processes]

[0078] Now, with reference to the in the Fig. 7 and Fig. The flowcharts shown in Figure 8 provide an example of a procedure of processes to be carried out in order to achieve the position detection of the surrounding vehicle and the driving assistance control in accordance with the above description.

[0079] The in the Fig. 7 and Fig. The 8 processes shown can be performed by the CPU of the driving assistance control unit 5 according to programs stored in the ROM, but are not limited to this.

[0080] Fig. 7 represents a procedure of processes relating to the calculation of the recording of the average position error aΔP.

[0081] In relation to Fig. In step S101, the driver assistance control unit 5 can wait until the vehicle-to-vehicle communication data is received. In step S102, upon receipt of the vehicle-to-vehicle communication data, the driver assistance control unit 5 can assign the received position information to the vehicle ID and record the assigned position information and the vehicle ID in RAM.

[0082] In the subsequent step S103, the driving assistance control unit 5 can determine whether a surrounding vehicle is detected by the autonomous sensor. In other words, the driving assistance control unit 5 can determine whether the same-direction surrounding vehicle is detected by the image processor 3.

[0083] The process flow can return to step S101 (proceeds to "BACK" in the diagram) if it is determined that the surrounding vehicle is not detected. In other words, the driving assistance control unit 5 only needs to map the received position information to the vehicle ID in order to record the associated position information and the vehicle ID in RAM if the autonomous sensor does not detect the surrounding vehicle.

[0084] If it is determined that the autonomous sensor detects the surrounding vehicle, the process flow can proceed to step S104. In step S104, the driving assistance control unit 5 can perform the identification process based on the vehicle detected by the autonomous sensor. In other words, the driving assistance control unit 5 can perform the identification process for the surrounding vehicle from which the communication data is received, based on the same-direction surrounding vehicle detected by the image processor 3. One method of the identification process has already been described above and is not described in detail here to avoid duplication.

[0085] In the subsequent step S105, the driving assistance control unit 5 can determine whether a potentially identified surrounding vehicle is present. In other words, as a result of carrying out the identification process in step S104, the driving assistance control unit can determine, with respect to the surrounding vehicle from which the position information is received, whether a surrounding vehicle is present whose position corresponds to that of the vehicle detected by the autonomous sensor.

[0086] The process flow can return to step S101 if it is determined that no identified surrounding vehicle is present.

[0087] Once it is determined that the identified surrounding vehicle is present, the process flow can proceed to step S106. In step S106, the driving assistance control unit 5 can obtain information about the relative position of the identified surrounding vehicle. In the subsequent step S107, the driving assistance control unit 5 can calculate the position error ΔP of the identified surrounding vehicle. In this implementation, without restriction, the position error ΔP, which uses the relative position as a reference, can be calculated as described above. Thus, the driving assistance control unit 5 can convert the position information received from the surrounding vehicle and recorded in RAM into information about the relative position and can then calculate the position error ΔP.

[0088] In step S108, after calculating the position error ΔP in step S107, the driving assistance control unit 5 can assign the calculated position error ΔP to the vehicle ID of the surrounding vehicle and record the assigned position error ΔP and the vehicle ID in RAM.

[0089] In the subsequent step 109, the driving assistance control unit 5 can determine whether any surrounding vehicle is present for which position errors ΔP have accumulated for a certain period of time. The process flow can return to step S101 if it is determined that no surrounding vehicle is present for which position errors ΔP have accumulated for a certain period of time.

[0090] If it is determined that the surrounding vehicle is present for which the position errors ΔP have accumulated over a specific period, the process flow can proceed to step S110. In step S110, the driving assistance control unit 5 can perform the averaging of the position errors ΔP of the corresponding surrounding vehicle. In the subsequent step S111, the driving assistance control unit 5 can assign the average position error aΔP to the vehicle ID of the corresponding surrounding vehicle and record the assigned average position error aΔP and the vehicle ID in RAM.

[0091] In the subsequent step S112, the driving assistance control unit 5 can record the date and time of the recording of the average position error aΔP in RAM. The process flow can then return to step S101.

[0092] Fig. 8 represents a procedure of processes relating to the correction of the position of the surrounding vehicle and the driving assistance control.

[0093] In relation to Fig.In step S201, the driving assistance control unit 5 can wait until the vehicle-to-vehicle communication data is received. In step S202, upon receipt of the vehicle-to-vehicle communication data, the driving assistance control unit 5 can perform an analysis of the communication data. This analysis could, for example, determine whether it is necessary to at least ascertain the presence of the suddenly decelerating vehicle, but this is not limited to such an analysis. In a specific, but not limiting, example, the driving assistance control unit 5 could, for each surrounding vehicle from which communication data is received, perform a process to determine the magnitude relationship between an acceleration value contained in the communication data and a predetermined threshold value.

[0094] In the subsequent step S203, the driving assistance control unit 5 can determine whether a suddenly decelerating vehicle is present. The process flow can return to step S201 if it is determined that no suddenly decelerating vehicle is present.

[0095] If it is determined that the suddenly decelerating vehicle is present, the process flow can proceed to step S204. In step S204, the driving assistance control unit 5 can determine whether the average position error aΔP of the suddenly decelerating vehicle is recorded in RAM. If it is determined that the average position error aΔP of the suddenly decelerating vehicle is recorded in RAM, the process flow can proceed to step S205. In step S205, the driving assistance control unit 5 can determine whether the time elapsed since the date and time of recording this average position error aΔP falls within a specific time period. This is equivalent to determining whether the time elapsed since the point at which the surrounding vehicle is no longer detected by the autonomous sensor falls within a specific time period.The surrounding vehicle that is determined here to no longer be detected is the surrounding vehicle for which the average position error aΔP has been calculated.

[0096] If it is determined that the elapsed time since the date and time of recording of this average position error aΔP lies within the specified time period, the process flow can proceed to step S206. In step S206, the driving assistance control unit 5 can adjust the average position error aΔP based on the elapsed time since the date and time of recording. In the subsequent step S207, the driving assistance control unit 5 can set the position of the suddenly decelerating vehicle to the position specified based on the received position information and corrected for the average position error aΔP. Incidentally, in this configuration, the driving assistance control unit can also manage the position of the surrounding vehicle based on its relative position.Thus, the received position information can be converted into the information of the relative position, and then the correction performed in step S207 can be carried out on the converted position information.

[0097] The process flow to be carried out by the driving assistance control unit 5 can continue from step S207 to step S209 when the correction process is executed.

[0098] If the average position error aΔP of the suddenly decelerating vehicle is not recorded in RAM in the previous step S204, or if the time elapsed since the date and time of recording is not within the specified time period, the process flow can proceed to step S208. In step S208, the driving assistance control unit 5 can set the position of the suddenly decelerating vehicle to the position specified based on the received position information. In this implementation, without restriction, the driving assistance control unit 5 can set the position of the suddenly decelerating vehicle to the converted relative position. After setting the position of the suddenly decelerating vehicle, the process flow can proceed to step S209.

[0099] In step S209, the driving assistance control unit 5 can determine whether the suddenly decelerating vehicle is in the same lane as the lane in which the vehicle is traveling. If it is determined that the suddenly decelerating vehicle is in the same lane as the vehicle in which it is traveling, the process flow can proceed to step S210. In step S210, the driving assistance control unit 5 can execute a process to issue a warning to the driver, as described above. After the warning process has been executed, the process flow can return to step S201.

[0100] If it is determined that the suddenly decelerating vehicle is not in the same lane as the lane in which the vehicle is traveling, the process flow can proceed to step S211. In step S211, the driving assistance control unit 5 can perform a process to provide the driver with the information as described above. After the information provision process has been completed, the process flow can return to step S201.

[0101] The preceding description presents a non-restrictive example in which, based on uncorrected position information, a determination is made as to whether the suddenly decelerating vehicle is in the same lane as the lane in which the vehicle is traveling, and in which the driving assistance control is executed based on the control level that reflects the result of this determination. This determination and execution can be performed in a case where the average position error aΔP of the suddenly decelerating vehicle is not recorded, or in a case where the time elapsed from the date and time of recording is not within the specified time period.In these cases, the warning process in step S210 or the information provision process in step S211 can alternatively be executed without determining whether the suddenly decelerating vehicle is in the same lane as the lane in which the vehicle is traveling. Alternatively, any other driving assistance control process other than the process in step S210 or step S211 can be executed.

[0102] The preceding description presents a non-restrictive example in which the adjustment of the average position error aΔP for use in correction can be performed based on the passage of time from the moment the identified surrounding vehicle is no longer detected by the autonomous sensor. However, the adjustment can also be performed based on a distance traveled (movement distance) from the moment the identified surrounding vehicle is no longer detected by the autonomous sensor.

[0103] Furthermore, the preceding description provides a non-restrictive example in which the point in time at which the identified surrounding vehicle is no longer detected by the autonomous sensor can be the point in time at which the average position error aΔP is recorded (i.e., the point in time that specifies the date and time of the error in the error log). However, the point in time at which the identified surrounding vehicle is determined to no longer be detected can be any point in time, as long as this point in time roughly indicates the point in time at which the identified surrounding vehicle is no longer detected by the autonomous sensor. Such a point in time can be, for example, the point in time at which the vehicle-to-vehicle communication data is received, but is not limited to this.

[0104] The preceding description presents a non-restrictive example in which the warning is implemented as a driving control measure when the suddenly decelerating vehicle is in the same lane as the lane in which the vehicle is traveling. Alternatively, any other assistive control measure aimed at hazard avoidance can be implemented. Such assistive control might include, for example, increasing the sensitivity of the pre-crash braking control, including, but not limited to, facilitating conditions for activating the pre-crash braking control. [4. Summary of the presentation]

[0105] The vehicle position detection device according to the above embodiment can include a position measuring unit, a receiver, an identification unit, a position error calculator, and a position correction device. The position measuring unit measures the position of the vehicle itself. The autonomous sensor detects the relative position of a surrounding vehicle located in the vicinity of the vehicle itself. The receiver receives communication data transmitted by the surrounding vehicle, containing position information about the surrounding vehicle's position as measured by the surrounding vehicle.The identification unit identifies the surrounding vehicle detected by the autonomous sensor and the surrounding vehicle sending communication data. This identification is based on information about the vehicle's own position (measured by the position measuring unit), the relative position (detected by the autonomous sensor), and the position information received by the receiver from the surrounding vehicle. The position error calculator then calculates the difference, or position error, between the position of the surrounding vehicle identified by the identification unit. This difference is determined based on the relative position detected by the autonomous sensor and the position of the surrounding vehicle as specified by the receiver.Based on the position error calculated by the position error calculator, the position correction device performs a correction of the position of the surrounding vehicle, which is specified based on the position information received by the receiver, under the condition that the surrounding vehicle identified by the identification unit is no longer detected by the autonomous sensor.

[0106] While the autonomous sensor detects the relative position of the surrounding vehicle with this configuration, the positional error of this surrounding vehicle, specified based on the information about this relative position via vehicle-to-vehicle communication, is calculated. If this surrounding vehicle is no longer detected by the autonomous sensor, the correction of this position, as specified via vehicle-to-vehicle communication, is performed based on the calculated positional error.

[0107] Thus, according to the design, the vehicle position detection device makes it possible to correctly detect the position of the surrounding vehicle, which is outside a detection range of the autonomous sensor, in order to enable a driving assistance system that correctly uses vehicle-to-vehicle communication for operation.

[0108] The position correction device can average the position error calculated sequentially to identify the surrounding vehicle over a time axis and can perform the correction based on the averaged position error.

[0109] This makes it possible to eliminate any noise component, i.e., a component that changes easily and frequently with respect to the position error, which can be attributed, for example, but without limitation, to the insufficient accuracy of the GPS measurement in the surrounding vehicle and the insufficient detection accuracy of the autonomous sensor in the vehicle itself. This, in turn, makes it possible to extract any characteristic component, i.e., a component that changes less frequently with respect to the position error, which can be attributed, for example, but without limitation, to the position where the GPS antenna is mounted and the characteristics of the GPS receiver in the surrounding vehicle.

[0110] This makes it possible to correctly correct the position of the surrounding vehicle, thereby enabling a driving assistance system that correctly utilizes vehicle-to-vehicle communication for operation.

[0111] The position correction device can adjust the position error used for correction based on the passage of time or a distance traveled from a point in time at which the identified surrounding vehicle is no longer detected by the autonomous sensor.

[0112] This makes it possible to weaken the degree of correction according to the degree of change in the driving environment, in order to address situations where the position error in the driving environment could change in response to the change from a point in time at which the surrounding vehicle is no longer detected by autonomous sensors.

[0113] Therefore, it will be possible to reduce the possibility that the execution of the correction turns out to be the cause of the faulty detection of the position of the surrounding vehicle, in order to allow the driving assistance system to use vehicle-to-vehicle communication correctly for operation.

[0114] Furthermore, it may include a driving assistance control unit that can perform driving assistance control on its own vehicle based on the position of the surrounding vehicle, which is corrected by the position correction device.

[0115] This makes it possible to correctly correct the position of the surrounding vehicle that is outside the detection range of the autonomous sensor, thereby allowing the driving assistance system to correctly utilize vehicle-to-vehicle communication for operation.

[0116] The driving assistance control unit can perform driving assistance control based on any control levels, which vary depending on the position of the surrounding vehicle.

[0117] This makes it possible to correctly perform the driving assistance control, which is based on the control level that reflects the position of the surrounding vehicle, for example, based on whether the surrounding vehicle is on the same lane as the lane on which the own vehicle is driving. [5. Modification Examples]

[0118] Although some embodiments of the invention have been described above as examples with reference to the accompanying drawings, the invention is by no means limited to the embodiments described above. It should be understood that modifications and alterations can be made by persons skilled in the art without deviating from the scope as defined by the accompanying claims. The invention is also intended to include such modifications and alterations insofar as they fall within the scope of the accompanying claims or their equivalents.

[0119] For example, the preceding explanation describes a non-restrictive example in which a sensor using cameras is given as an example of the autonomous sensor. However, the autonomous sensor is not limited to this. In a modified example, any other sensor can also be used as the autonomous sensor, such as a sensor using millimeter-wave radar, but it is not limited to this.

[0120] A vehicle position detection device includes: a position measuring unit that receives initial position information from a first vehicle; an autonomous sensor that receives relative position information from a second vehicle; a receiver that receives communication data containing the second position information of the second vehicle; an identification unit that identifies the second vehicle, specified based on the relative position information, from the second vehicle sending the communication data; and a position error calculator that calculates the position error between the position of the second vehicle specified based on the relative position information and the position of the second vehicle specified based on the second position information.and a position correction device that, based on the position error, performs a correction of the position of the second vehicle, specified based on the second position information, under a condition that the identified second vehicle is no longer detected by the autonomous sensor.

Claims

[1] Vehicle position detection device comprising: a position measuring unit that measures a position of a first vehicle as the own vehicle to obtain first position information as the position information of the first vehicle; an autonomous sensor that detects a relative position of a second vehicle relative to the first vehicle to obtain relative position information of the second vehicle, wherein the second vehicle is a different vehicle from the first vehicle; a receiver that receives communication data received from the second vehicle and transmitted from the second vehicle, the communication data including second position information as position information of the second vehicle; an identification unit that performs identification of the second vehicle specified based on the relative position information and the second vehicle from which the communication data is transmitted based on the first position information, the relative position information, and the second position information; a position error calculator that calculates, for the second vehicle identified by the identification unit, a difference, as a position error, between a position of the second vehicle specified based on the relative position information and a position of the second vehicle specified based on the second position information; a position correction device that, based on the position error, performs a correction to the position of the second vehicle specified based on the second position information under a condition that the second vehicle identified by the identification unit is no longer detected by the autonomous sensor; and a driving assistance control device (5) that performs driving assistance control on the first vehicle based on the position of the second vehicle corrected by the position correction device. [2] The vehicle position detecting apparatus according to claim 1, wherein the position correcting means averages on a time axis the position error sequentially calculated for the second vehicle identified by the identification unit, and performs the correction based on the averaged position error. [3] The vehicle position detecting device according to claim 1 or 2, wherein the position correcting means adjusts the position error based on a lapse of time and a travel distance of the second vehicle from a time point at which the second vehicle identified by the identification unit is no longer detected by the autonomous sensor. [4] The vehicle position detecting apparatus according to any one of claims 1 to 3, wherein the driving support control means (5) performs the driving support control based on one of control levels different depending on a driving position of the second vehicle.

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