Positioning device and positioning method

Abstract

To provide a positioning device and a positioning method capable of easily eliminating positioning errors caused by dead reckoning in positioning of the position and attitude of a mobile body such as a railway vehicle that travels on a predetermined route and stops at predetermined stopping locations.SOLUTION: A positioning device 1 that calculates the position and attitude of a railway vehicle comprises: an angular velocity sensor 21 and an acceleration sensor 22; a storage unit 3 that stores predetermined stopping positions and stopping attitudes of the railway vehicle at stations; and a calculation unit 4 that calculates the position and attitude of the railway vehicle. The calculation unit 4 calculates an estimated position and estimated attitude of the railway vehicle through dead reckoning on the basis of angular velocity obtained from the angular velocity sensor 21, acceleration obtained from the acceleration sensor 22, and a speed of the railway vehicle, and corrects the calculated estimated position and estimated attitude of the railway vehicle to the stopping position and stopping attitude when it is determined that the railway vehicle has stopped at a station.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a technique for calculating the position and attitude of a moving body such as a railway vehicle or a route bus that travels on a predetermined route and stops at predetermined stops. [Background technology]

[0002] Railway vehicles travel on predetermined routes from their starting point (originating station) to their terminal station (ending station), stopping at several stations along the way. The stopping times and locations at each station for passengers to board and disembark are determined in an operation plan, and this information is publicly available.

[0003] There are two types of methods for detecting the position of a railway vehicle: one in which the train position is detected by ground equipment, and one in which the position of the train is detected by on-board equipment. One known example of the former method is to install an automatic train stop (ATS) on the track on which the railway vehicle runs, determine the running distance from the number of rotations of the train's wheels using the ATS installation position as a reference position, and then detect the train's position (see Patent Document 1). However, installing equipment such as an ATS on the trackside is costly.

[0004] On the other hand, the latter method is performed by installing a positioning device or the like on a railway vehicle, and for example, dead reckoning is known, which uses information (angular velocity and acceleration) obtained from an IMU (Inertial Measurement Unit) and railway vehicle speed information to calculate the relative position of the railway vehicle from the starting point (departure station). However, because the position of the railway vehicle calculated by dead reckoning is found by integrating IMU information and speed information, if there is an error in the sensor output value, etc., the error increases over time, and there is a problem that the position of the railway vehicle may deviate significantly from the actual position on the track where the railway vehicle is traveling (see the trajectory indicated by the dashed line in Figure 5).

[0005] To solve this problem, a method is known in which errors accumulated by dead reckoning are eliminated by using hybrid navigation, which combines dead reckoning with another positioning technology. For example, Patent Document 2 discloses hybrid navigation that combines dead reckoning with GPS positioning (GPS: Global Positioning System), and hybrid navigation that combines dead reckoning with map matching. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-238888 [Patent Document 2] Japanese Patent Application Laid-Open No. 2008-008628 Summary of the Invention [Problem to be solved by the invention]

[0007] However, although GNSS positioning (GNSS: Global Navigation Satellite System) such as GPS positioning has the advantage of being able to calculate the absolute position of a railway vehicle, it has the problem that it cannot perform positioning in places where the positioning satellites flying through space are difficult to see or cannot be seen (for example, valleys or underground), because it is a positioning method that uses radio waves from positioning satellites. Also, since map matching is a method of correcting position using map information, in order to implement it, it is necessary to create map information based on GIS (Geographic Information System) for the entire area of ​​the route on which the railway vehicle runs, which requires a great deal of effort and cost. Light.

[0008] Therefore, an object of the present invention is to provide a positioning device and a positioning method that can easily eliminate positioning errors caused by dead reckoning when measuring the position and attitude of a moving body, such as a railway vehicle, that travels on a predetermined route and stops at predetermined stopping locations. [Means for solving the problem]

[0009] In order to solve the above problem, the invention described in claim 1 is a positioning device that calculates the position and attitude of a moving body that travels on a predetermined route and stops at a predetermined stopping location, and is equipped with an angular velocity sensor and an acceleration sensor, a memory means that stores the predetermined stopping position and stopping attitude of the moving body at the stopping location, and a calculation means that calculates the position and attitude of the moving body, wherein the calculation means calculates the estimated position and estimated attitude of the moving body by dead reckoning based on the angular velocity obtained from the angular velocity sensor, the acceleration obtained from the acceleration sensor, and the speed of the moving body, and when it is determined that the moving body has stopped at the stopping location, it corrects the calculated estimated position and estimated attitude of the moving body to the stopping position and stopping attitude.

[0010] The invention described in claim 2 is characterized in that it comprises a receiving means for receiving signals from a global positioning satellite system, and the calculation means calculates an estimated position and estimated attitude of the moving body by dead reckoning based on the angular velocity, the acceleration, and the speed of the moving body, makes a first correction to the estimated position and estimated attitude of the moving body based on the position and attitude calculated from the received signal, and when it is determined that the moving body has stopped at the stopping location, makes a second correction to correct the estimated position and estimated attitude of the moving body after the first correction to the stopping position and stopping attitude.

[0011] The invention described in claim 3 is a positioning method for calculating the position and attitude of a moving body traveling on a predetermined route and stopping at a predetermined stopping location, characterized in that the predetermined stopping position and stopping attitude of the moving body at the stopping location are stored in advance, the estimated position and estimated attitude of the moving body are calculated by dead reckoning based on the angular velocity obtained from an angular velocity sensor, the acceleration obtained from an acceleration sensor, and the speed of the moving body, and when it is determined that the moving body has stopped at the stopping location, the calculated estimated position and estimated attitude of the moving body are corrected to the stopping position and stopping attitude.

[0012] The invention described in claim 4 is characterized in that an estimated position and estimated attitude of the moving body are calculated by dead reckoning based on the angular velocity, the acceleration, and the speed of the moving body, a first correction is made to the estimated position and estimated attitude of the moving body based on the position and attitude calculated from a signal received from a global positioning satellite system, and when it is determined that the moving body has stopped at the stopping location, a second correction is made to correct the estimated position and estimated attitude of the moving body after the first correction to the stopping position and stopping attitude. [Effects of the Invention]

[0013] According to the inventions of claims 1 and 3, the predetermined stopping position and stopping attitude of a mobile body at a stopping place are stored in the device, and each time it is determined that the mobile body has stopped at the predetermined stopping place, the estimated position and estimated attitude of the mobile body obtained by dead reckoning are corrected to the said stopping position and stopping attitude, so that it is possible to easily eliminate positioning errors accumulated by dead reckoning and improve positioning accuracy. Also, since the estimated position and estimated attitude obtained by dead reckoning are corrected using the said stopping position and stopping attitude stored in the device, it is possible to eliminate positioning errors accumulated by dead reckoning even in places where GNSS positioning is difficult, such as underground. Furthermore, since it is only necessary to store information about the said stopping position and stopping attitude in the device in advance, there is no need to create a map of the entire route in advance using GIS. This makes it possible to remove positioning errors accumulated by dead reckoning at low cost and easily, compared to map mapping, which is required.

[0014] Furthermore, according to the inventions of claims 2 and 4, the positioning results (estimated position and estimated attitude) of a moving body obtained by dead reckoning are corrected (first correction) based on the position and attitude calculated from signals received from GNSS, and then a correction (second correction) is made to match the specified stopping position and stopping attitude at the stopping location.Therefore, in an environment where GNSS positioning is possible, it is possible to eliminate positioning errors accumulated by dead reckoning not only at stopping locations but also in the sections between stopping locations, thereby further improving positioning accuracy. [Brief explanation of the drawings]

[0015] [Figure 1] 1 is a functional block diagram showing a schematic configuration of a positioning device in accordance with Embodiment 1 of the present invention. [Figure 2] 2 is a flowchart showing the processing procedure in the positioning device of FIG. 1 and the processing procedure of the positioning method according to this embodiment. [Figure 3] 3 is a diagram for explaining the procedure of the vehicle stop determination process shown in FIG. 2.

[0023] FIG. [Figure 4] FIG. 3 is a diagram for explaining the station stop determination process shown in FIG. 2. [Figure 5] 2 is a diagram showing a schematic diagram of a trajectory of a railway vehicle's position calculated by the positioning device of FIG. 1 and a trajectory of a railway vehicle's position calculated by a conventional dead reckoning method. FIG. [Figure 6] FIG. 10 is a functional block diagram showing a schematic configuration of a positioning device in accordance with Embodiment 2 of the present invention. [Figure 7] 7 is a flowchart showing the processing procedure in the positioning device of FIG. 6 and the processing procedure of the positioning method according to this embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0016] (Embodiment 1) 1 to 5 show a first embodiment of the present invention. In this embodiment, a case will be described in which a positioning device 1 and a positioning method according to the present invention are used to calculate the position of a railway vehicle that travels on a railway line (a predetermined line) and stops at stations (predetermined stopping locations) as a moving object. In this case, the positioning device 1 is mounted on the railway vehicle.

[0017] Fig. 1 is a functional block diagram showing a schematic configuration of a positioning device 1 according to this embodiment. Fig. 2 is a flowchart showing the processing procedure in the positioning device 1 of Fig. 1 and the processing procedure of the positioning method according to this embodiment.

[0018] The positioning device 1 is mounted on a railway vehicle (moving body) and is a device that calculates the position and attitude of the railway vehicle, and is mainly equipped with an IMU 2, a memory unit (storage means) 3, a calculation unit (calculation means) 4, and a central processing unit 5 that controls these.

[0019] IMU 2 is a device equipped with angular velocity sensor 21 and acceleration sensor 22. However, IMU 2 may include sensors other than angular velocity sensor 21 and acceleration sensor 22. Alternatively, acceleration sensor 21 and angular velocity sensor 22 may be provided separately instead of IMU 2. Angular velocity sensor 21 measures angular velocity, and acceleration sensor 22 measures acceleration. The measured angular velocity and acceleration are stored in memory unit 3 as information necessary for calculating the estimated position and estimated attitude of the railway vehicle using dead reckoning, and are used by positioning unit 41.

[0020] The storage unit 3 is a memory that stores various data, information, and programs, and specifically stores the angular velocity and acceleration detected by the IMU 2, the speed of the railway vehicle, programs used when the calculation unit 4 performs calculations, and station information 31 related to stations where the railway vehicle stops. It is assumed that the station information 31 stores predetermined stopping positions and stopping postures of the railway vehicle. For convenience, Fig. 1 shows only station information 31 as information stored in the storage unit 3, and does not show other information.

[0021] The calculation unit 4 performs calculation processing of the position and attitude of the railway vehicle, and is mainly composed of a positioning unit 41, a determination unit 42, and a correction unit 43.

[0022] The positioning unit 41 calculates the estimated position and attitude of the railway vehicle and the travel distance (in kilometers) from the starting point (departure station) of the railway line by dead reckoning based on the angular velocity obtained from the angle sensor 21 of the IMU 2, the acceleration obtained from the acceleration sensor 22 of the IMU 2, and the railway vehicle's speed (specifically, by integrating the angular velocity and acceleration with the railway vehicle's speed). The method for detecting the railway vehicle's speed is not particularly limited, and it may be detected, for example, by a vehicle speed detector mounted on the railway vehicle. The estimated position of the railway vehicle calculated by dead reckoning specifically refers to estimated values ​​of longitude, latitude, and altitude, and the estimated attitude specifically refers to estimated values ​​of roll, pitch, and yaw.

[0023] As described above, the estimated position and estimated attitude of the railway vehicle calculated by the positioning unit 41 using dead reckoning are obtained by multiplying the angular velocity and acceleration obtained from the IMU 2 and the railway vehicle's speed. Therefore, if there is an error in the output values ​​of each sensor, the error increases over time, and the estimated position and attitude may deviate significantly from the actual position and attitude of the railway vehicle on the track along which the railway vehicle is traveling (see the trajectory indicated by the dashed-dotted line in Figure 5). To prevent such accumulation of positioning errors using dead reckoning, in this embodiment, the estimated position and estimated attitude calculated using dead reckoning are corrected based on station information 31 when the railway vehicle stops at a station. Here, the estimated position and estimated attitude are corrected when the railway vehicle stops at a station because the railway vehicle stops at each station for a predetermined stop time and at a predetermined stop position for passengers to board and disembark, and information related to this is available as station information 31. Below, the process of correcting the estimated position and estimated attitude using dead reckoning and the determination process performed prior to the process of correcting the estimated position and estimated attitude are described in detail.

[0024] The determination unit 42 is a device for determining whether or not the railway vehicle has stopped at a station, and performs a train stop determination process and a station stop determination process (see FIG. 2).

[0025] 3 is a diagram illustrating the specific steps of the train stop determination process. The train stop determination process is a process for determining whether the railway vehicle has stopped or not, and is performed, for example, as follows: First, the speed of the railway vehicle is detected (step S21). If the detected speed is 0 ("Y" in step S21), the acceleration is measured by the acceleration sensor 22 (step S22). If the measured acceleration is stable ("Y" in step S22), the angular velocity is measured by the angular velocity sensor 21 (step S23). If the measured angular velocity is stable ("Y" in step S23), it is determined that the railway vehicle has stopped.

[0026] When it is determined in the stop determination process that the railcar has stopped, the process then performs station stop determination process to determine whether the stopping location is a predetermined stopping location, i.e., a station.

[0027] 4 is a diagram for explaining the station stop determination process. Whether or not the stop location is a station is determined using station information 31. Station information 31 is information about each station that is available in advance and is stored in storage unit 3. Station information 31 includes at least the stop track number for each railway vehicle at each station, the distance (in kilometers) from the start point (origin station) of the railway line to each station, the stopping position of the railway vehicle for each stop track number (i.e., the specified values ​​of longitude, latitude, and altitude), and the stopping attitude of the railway vehicle for each stop track number (i.e., the specified values ​​of roll, pitch, and yaw).

[0028] The station stop determination process is performed, for example, using the kilometer distance from the station information 31. Specifically, the station information 31 for the station where the railcar is expected to stop is referenced to determine the kilometer distance to that station. If the determined kilometer distance matches the kilometer distance to the stop location calculated by dead reckoning, it is determined that the stop location is a predetermined stop location, i.e., a station. A case in which the two kilometer distances do not match may be considered, for example, when the railcar temporarily stops at a location other than a station for some reason.

[0029] When the determination unit 42 determines that the railway vehicle has stopped at a station, the correction unit 43 corrects the estimated position and estimated attitude of the moving body obtained by dead reckoning. More specifically, the correction unit 43 corrects the estimated position (i.e., estimated values ​​of longitude, latitude, and altitude) and estimated attitude (i.e., estimated values ​​of roll, pitch, and yaw) of the railway vehicle obtained by dead reckoning to match (change) the railway vehicle's predetermined stopping position (i.e., specified values ​​of longitude, latitude, and altitude of the railway vehicle for each stopping track in the station information 31) and stopping attitude (i.e., specified values ​​of roll, pitch, and yaw of the railway vehicle for each stopping track in the station information 31).

[0030] 4 will be described as a specific example. In this case, correction unit 43 confirms from station information 31 that railway vehicle α is stopping at platform 1, and corrects (changes) the estimated position (estimated values ​​of longitude, latitude, and altitude) and estimated attitude (estimated values ​​of roll, pitch, and yaw) of railway vehicle α calculated by dead reckoning to match (change) the stopping position (x1·y1·z1) and stopping attitude (a1·b1·c1) on platform 1 of station A in station information 31.

[0031] 5 is a diagram showing a schematic diagram of the trajectory of the position of a railway vehicle calculated by the positioning device 1 according to this embodiment and the trajectory of the position of a railway vehicle calculated by conventional dead reckoning. As shown by the dashed line in FIG. 5, the position of the railway vehicle calculated by conventional dead reckoning accumulates positioning errors from the starting point (departure station) to the end point (terminal station), so at the end point (terminal station), the position is measured to be significantly different from the actual position on the track. In contrast, with the positioning device 1 according to this embodiment, as described above, a correction process is performed every time the railway vehicle stops at a station. Therefore, as shown by the dashed line in FIG. 5, even if the position of the railway vehicle is measured to be different from the actual position on the track in the section between stations, it is measured back to the actual position on the track at the station, and the accumulation of positioning errors by dead reckoning is eliminated.

[0032] Next, the operation of this embodiment will be described with reference to the flowchart of FIG.

[0033] First, the estimated position (estimated values ​​of longitude, latitude, and altitude) and estimated attitude (estimated values ​​of roll, pitch, and yaw) of the railcar are calculated by dead reckoning based on the angular velocity obtained from the angle sensor 21 of the IMU 2, the acceleration obtained from the acceleration sensor 22 of the IMU 2, and the railcar's speed (step S1). Next, it is determined whether the railcar has stopped (step S2). If it is determined that the railcar has stopped (if "Y" in step S3), it is determined whether the stopping location is a station (step S4). If it is determined that the stopping location is a station (if "Y" in step S5), the estimated position (estimated values ​​of longitude, latitude, and altitude) and estimated attitude (estimated values ​​of roll, pitch, and yaw) of the railcar are corrected to match (change) the stopping position (prescribed values ​​of longitude, latitude, and altitude) and stopping attitude (prescribed values ​​of roll, pitch, and yaw) at the station, and the corrected position and attitude are calculated as the position and attitude of the railcar (step S6).

[0034] As described above, according to the positioning device 1 and the positioning method of this embodiment, the predetermined stopping position and stopping attitude of the railway vehicle are stored in the device, and every time it is determined that the railway vehicle has stopped at a station, the estimated position and estimated attitude of the railway vehicle based on dead reckoning are corrected to the aforementioned stopping position and stopping attitude. This makes it possible to easily eliminate positioning errors accumulated by dead reckoning. This eliminates the need for accurate positioning, thereby improving positioning accuracy. Furthermore, since the estimated position and attitude are corrected using the dead reckoning method using the stopping position and attitude, it is possible to eliminate positioning errors accumulated by dead reckoning even in places where GNSS positioning is difficult, such as underground. Furthermore, since it is only necessary to store information about the stopping position and attitude in the device in advance, it is possible to eliminate positioning errors accumulated by dead reckoning at low cost and with ease, compared to map mapping, which requires creating a map of the entire route in advance using GIS.

[0035] (Embodiment 2) Next, a second embodiment of the present invention will be described. In the first embodiment described above, a case has been described in which the positioning results (estimated position and estimated attitude) obtained by dead reckoning are corrected based on station information. However, in this embodiment, the positioning results (estimated position and estimated attitude) obtained by dead reckoning are corrected based on the position and attitude calculated from the signal received from GNSS (GNSS signal), and then corrected based on station information. Note that the same components as those in the first embodiment will be designated by the same reference numerals and detailed description thereof will be omitted.

[0036] FIG. 6 is a functional block diagram showing a schematic configuration of a positioning device 1 according to this embodiment. The positioning device 1 includes an IMU 2, a storage unit 3, a calculation unit 4, a central processing unit 5, and a GNSS receiver (receiving means) 6. The GNSS receiver 6 receives signals (GNSS signals) from multiple GNSS satellites received by an antenna (not shown). A positioning unit 41 calculates the position and attitude based on the GNSS signals, and a correction unit 43 performs a first correction process based on the position and attitude calculated by the positioning unit 41 based on the GNSS signals. Note that the method of calculating the position and attitude based on the GNSS signals is a well-known technique, and therefore a detailed description thereof will be omitted.

[0037] In this embodiment, the correction unit 43 performs a first correction and a second correction. The first correction refers to a correction process performed on the estimated position (estimated values ​​of longitude, latitude, and altitude) and estimated attitude (estimated values ​​of roll, pitch, and yaw) of the railway vehicle calculated by dead reckoning, based on the position (GNSS positioning values ​​of longitude, latitude, and altitude) and attitude (GNSS positioning values ​​of roll, pitch, and yaw) calculated using GNSS signals. The second correction refers to a correction process that matches (changes) the estimated position (i.e., first correction values ​​of longitude, latitude, and altitude) and estimated attitude (i.e., first correction values ​​of roll, pitch, and yaw) of the railway vehicle for which the first correction has been performed to the stopping position (prescribed values ​​of longitude, latitude, and altitude) and stopping attitude (prescribed values ​​of roll, pitch, and yaw) at the station.

[0038] The operation of this embodiment will be described with reference to the flowchart of FIG.

[0039] First, the estimated position (estimated values ​​of longitude, latitude, and altitude) and estimated attitude (estimated values ​​of roll, pitch, and yaw) of the railcar are calculated by dead reckoning based on the angular velocity obtained from the angle sensor 21 of the IMU 2, the acceleration obtained from the acceleration sensor 22 of the IMU 2, and the railcar's speed (step S1). Next, a first correction is made to the estimated position (estimated values ​​of longitude, latitude, and altitude) and estimated attitude (estimated values ​​of roll, pitch, and yaw) of the railcar based on the position (GNSS positioning values ​​of longitude, latitude, and altitude) and attitude (GNSS positioning values ​​of roll, pitch, and yaw) calculated using the GNSS signals (step S7). Next, it is determined whether the railcar has stopped (step S2). If it is determined that the railcar has stopped ("Y" in step S3), it is determined whether the stop location is a station (step S4). If it is determined that the stopping location is a station ("Y" in step S5), a second correction is made to match (change) the estimated position (first correction values ​​of longitude, latitude, and altitude) and estimated attitude (first correction values ​​of roll, pitch, and yaw) after the first correction to the stopping position (prescribed values ​​of longitude, latitude, and altitude) and stopping attitude (prescribed values ​​of roll, pitch, and yaw) at the station, and the position and attitude after the second correction are calculated as the position and attitude of the railway vehicle (step S8 ).

[0040] As described above, according to the positioning device 1 and positioning method of this embodiment, the positioning results (estimated position and estimated attitude) of a railway vehicle obtained by dead reckoning are corrected (first correction) based on the position and attitude calculated from GNSS signals, and then a correction (second correction) is made to match the specified stopping position and stopping attitude at the station.Therefore, in an environment where GNSS positioning is possible, it is possible to eliminate positioning errors accumulated by dead reckoning not only at stations but also in the sections between stations, thereby further improving positioning accuracy.

[0041] The above describes an embodiment of the present invention, but the specific configuration is not limited to the above embodiment, and even if there are design changes or the like within the scope of the gist of the present invention, they are included in the present invention.

[0042] For example, in the above embodiment, the positioning device 1 and the positioning method according to the present invention are used to calculate the position and attitude of a railway vehicle traveling on a railway line, but the application of the positioning device 1 and the positioning method according to the present invention is not limited to calculating the position and attitude of a railway vehicle, and may also be used to calculate the position and attitude of a route bus traveling on a bus route, for example.

[0043] Furthermore, in the above embodiment, the determination of whether or not a railway vehicle has stopped at a station is made based on station information 31, but this determination may also be made by processing images taken by a camera attached to the station platform or the like, or by processing beacon signals from beacon transmitters attached to the station tracks or the like. [Explanation of symbols]

[0044] 1 Positioning device 2 IMU 21 Angular rate sensor 22 Acceleration sensor 3 Storage section (storage means) 31 Station Information 4 Arithmetic unit (arithmetic means) 41 Positioning unit 42 Judgment section 43 Correction section 5 Central Processing Unit 6 GNSS receiver (receiving means)

Claims

1. A positioning device that calculates the position and attitude of a moving object that travels on a predetermined route and stops at a predetermined stopping point, an angular velocity sensor and an acceleration sensor; a storage means for storing a predetermined stopping position and a stopping posture of the moving body at the stopping place; a calculation means for calculating the position and attitude of the moving body, the calculation means calculates an estimated position and estimated attitude of the moving body by dead reckoning based on the angular velocity obtained from the angular velocity sensor, the acceleration obtained from the acceleration sensor, and the speed of the moving body, and when it determines that the moving body has stopped at the stopping place, corrects the calculated estimated position and estimated attitude of the moving body to the stopping position and stopping attitude. A positioning device characterized by:

2. receiving means for receiving a signal from a global positioning satellite system; the calculation means calculates an estimated position and estimated attitude of the moving body by dead reckoning based on the angular velocity, the acceleration, and the speed of the moving body, makes a first correction to the estimated position and estimated attitude of the moving body based on the position and attitude calculated from the received signal, and when it determines that the moving body has stopped at the stopping place, makes a second correction to correct the estimated position and estimated attitude of the moving body after the first correction to the stopping position and stopping attitude; 2. The positioning device according to claim 1.

3. A positioning method for calculating a position and an attitude of a moving object traveling on a predetermined route and stopping at a predetermined stopping place, comprising: storing in advance a predetermined stopping position and a stopping posture of the moving body at the stopping place; calculating an estimated position and estimated attitude of the moving body by dead reckoning based on the angular velocity obtained from the angular velocity sensor, the acceleration obtained from the acceleration sensor, and the speed of the moving body, and when it is determined that the moving body has stopped at the stopping place, correcting the calculated estimated position and estimated attitude of the moving body to the stopping position and stopping attitude; A positioning method characterized by:

4. calculating an estimated position and estimated attitude of the moving body by dead reckoning based on the angular velocity, the acceleration, and the speed of the moving body, making a first correction to the estimated position and estimated attitude of the moving body based on the position and attitude calculated from a signal received from a global positioning satellite system, and when it is determined that the moving body has stopped at the stopping location, making a second correction to correct the estimated position and estimated attitude of the moving body after the first correction to the stopping position and stopping attitude; 4. The positioning method according to claim 3.

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