Driving route setting system, driving route setting method and program

Abstract

In a driving route setting system, a passing time estimation unit estimates the time when a vehicle passes through each stop line in front of a signal existing in the direction of travel on each route from the vehicle position to the destination. A sun position estimation unit calculates the position of the sun at the time of passing of each stop line among a plurality of stop lines based on the position of the stop line and the passing time of the stop line. A backlight margin value calculation unit calculates a backlight margin value that becomes larger as the distance between the signal and the sun observed from the stop line position increases. A route backlight margin value calculation unit calculates a route backlight margin value based on the backlight margin values ​​of each stop line existing on the route for each route from the vehicle position to the destination. A route determination unit determines a driving route from the vehicle position to the destination using the route backlight margin value.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on Japanese application No. 2019-128181 filed on July 10, 2019, and the contents described therein are cited herein. Technical Field

[0003] The present disclosure relates to a driving route setting system, a driving route setting method, and a program. Background Art

[0004] In Level 4 autonomous driving (autonomous driving in limited areas), reliable signal recognition is required when driving at intersections and crosswalks within the drivable range. Regarding signal recognition, there are methods of image recognition of the color of the signal and methods of obtaining information such as beacons installed on signal machines for recognition. However, the popularity of signal beacons is not high. In addition, even when using signal beacons, a method of image recognition of the color of the signal is also a necessary technology.

[0005] In addition, in level 4 autonomous driving, there is an idea to pre-set areas where autonomous driving cannot be performed (for example, situations where continued driving cannot be guaranteed due to a driving road environment that is out of the specification of the recognition device, an obstacle that cannot be avoided in terms of specifications, etc.), and plan a driving route to avoid the area (for example, Patent Document 1). Hereinafter, the area where the vehicle can operate is referred to as the operation plan area, and the area other than that is referred to as "outside the operation design area".

[0006] Patent Document 1: Japanese Patent Application Publication No. 2017-62172

[0007] However, the inventor's detailed research results have found the following problem: due to the backlight of the sun, the signal (or the color of the signal) cannot be recognized or is recognized incorrectly, thereby failing to obtain appropriate signal recognition results and possibly making incorrect judgments on going forward and stopping. Summary of the invention

[0008] The present disclosure aims to provide a driving route setting system, a driving route setting method and a program that can reduce the possibility of non-detection and erroneous recognition of traffic lights and set a route that can correctly recognize traffic lights.

[0009] A driving route setting system of one embodiment of the present disclosure is configured to include: a passing time estimation unit, which extracts the position of a stop line in front of the above-mentioned signal existing in the direction of travel on each route from the above-mentioned vehicle position to the above-mentioned destination based on the input destination, the position of the vehicle, that is, the vehicle position, and map information including information on the position of the signal, and estimates the passing time of the above-mentioned vehicle passing the above-mentioned stop line for each of the extracted multiple stop lines; a sun position calculation unit, which calculates the position of the sun at the passing time of the above-mentioned stop line based on the position of the stop line and the passing time of the stop line for each of the above-mentioned multiple stop lines; backlight A surplus value calculation unit calculates a backlight surplus value for each of the multiple stop lines based on the position of the stop line, the position of the signal and the position of the sun, wherein the greater the distance between the signal and the sun observed from the position of the stop line, the greater the backlight surplus value; a route backlight surplus value calculation unit calculates, for each route from the vehicle position to the destination, a route backlight surplus value based on the respective backlight surplus values ​​of the stop lines existing on the route; and a route determination unit determines a driving route from the vehicle position to the destination using the route backlight surplus value calculated for each route.

[0010] In addition, in a driving route setting method of one embodiment of the present invention, a passing time estimation unit extracts the position of a stop line in front of the above-mentioned signal existing in the direction of travel on each route from the above-mentioned vehicle position to the above-mentioned destination based on the input destination, the position of the vehicle, that is, the vehicle position, and map information including information on the position of the signal, and estimates the passing time of the above-mentioned vehicle passing the above-mentioned stop line for each of the extracted multiple stop lines. For each of the multiple stop lines, a sun position calculation unit calculates the position of the sun at the passing time of the above-mentioned stop line based on the position of the stop line and the passing time of the stop line, and estimates the passing time of the above-mentioned vehicle passing the above-mentioned stop line for each of the above-mentioned multiple stop lines. For each of the multiple stop lines, the backlight surplus value calculation unit calculates a backlight surplus value based on the position of the stop line, the position of the signal and the position of the sun, wherein the greater the distance between the signal and the sun observed from the position of the stop line, the greater the backlight surplus value. For each route from the vehicle position to the destination, the route backlight surplus value calculation unit calculates a route backlight surplus value based on the respective backlight surplus values ​​of the stop lines existing on the route, and the route determination unit determines the driving route from the vehicle position to the destination using the route backlight surplus value calculated for each route.

[0011] In addition, a program of one aspect of the present disclosure is used to cause a computer to execute processing, the processing including: a passing time estimation unit extracts the position of a stop line in front of the above-mentioned signal existing in the direction of travel on each route from the above-mentioned vehicle position to the above-mentioned destination based on the input destination, the position of the vehicle, that is, the vehicle position, and map information including information on the position of the signal, and estimates the passing time of the above-mentioned vehicle passing the above-mentioned stop line for each of the extracted multiple stop lines, and for each of the above-mentioned multiple stop lines, a sun position calculation unit calculates the sun's position at the passing time of the above-mentioned stop line based on the position of the above-mentioned stop line and the passing time of the above-mentioned stop line. position, for each stop line among the above-mentioned multiple stop lines, the backlight margin value calculation unit calculates a backlight margin value based on the position of the above-mentioned stop line, the position of the above-mentioned signal and the position of the above-mentioned sun, wherein the greater the distance between the above-mentioned signal and the sun observed from the position of the above-mentioned stop line, the greater the backlight margin value becomes, and for each route from the above-mentioned vehicle position to the above-mentioned destination, the route backlight margin value calculation unit calculates a route backlight margin value based on the respective backlight margin values ​​of the above-mentioned stop lines existing on the above-mentioned routes, and the route determination unit determines the driving route from the above-mentioned vehicle position to the above-mentioned destination using the above-mentioned route backlight margin value calculated for each route.

[0012] According to a driving route setting system, driving route setting method and program of one embodiment of the present disclosure, a time estimation unit extracts the position of a stop line in front of a signal existing in the direction of travel on each route from the vehicle position to the destination based on the input destination, the position of the vehicle, i.e., the vehicle position, and map information including information on the position of the signal, and estimates the time when the vehicle passes through each of the multiple stop lines extracted, and a sun position calculation unit calculates the position of the sun at the time when the stop line passes based on the position of the stop line and the time when the stop line passes.

[0013] Moreover, the backlight margin value calculation unit calculates a backlight margin value for each of the multiple stop lines based on the position of the stop line, the position of the signal and the position of the sun. The greater the distance between the signal and the sun as observed from the position of the stop line, the greater the backlight margin value. The route backlight margin value calculation unit calculates, for each route from the vehicle position to the destination, a route backlight margin value based on the respective backlight margin values ​​of the stop lines existing on the route. The route determination unit determines the driving route from the vehicle position to the destination using the route backlight margin values ​​calculated for each route.

[0014] In this way, the position of the stop line in front of the signal existing in the direction of travel on each route from the vehicle position to the destination is extracted, and for each of the multiple stop lines extracted, the passage time of the vehicle through the stop line is inferred. For each of the multiple stop lines, based on the position of the stop line and the passage time of the stop line, the position of the sun at the passage time of the stop line is calculated, and a backlight margin value is calculated, which becomes a larger value as the distance between the signal and the sun observed from the position of the stop line increases. For each route from the vehicle position to the destination, a route backlight margin value based on the respective backlight margin values ​​of the stop lines existing on the route is calculated, and the route backlight margin value calculated for each route is used to determine the driving route from the vehicle position to the destination, thereby reducing the possibility of non-detection and erroneous recognition of the signal and setting a route that can correctly recognize the signal.

[0015] In addition, in a driving route setting system of one embodiment of the present invention, it may be that: the driving route setting system also includes a camera information acquisition unit, the camera information acquisition unit acquires camera information including the viewing angle of a camera mounted on the vehicle, the installation angle of the camera, and the installation position of the camera, and the greater the distance between the signal on the image when the signal is photographed by the camera from the position of the stop line and the sun on the image, the greater the backlight margin value becomes, and for each of the multiple stop lines, the backlight margin value calculation unit calculates the backlight margin value based on the position of the stop line, the position of the signal, the position of the sun at the time of passing the stop line, and the camera information.

[0016] In addition, in the driving route setting system of one aspect of the present disclosure, when the sun is not reflected on the above image, the above backlight margin value calculation unit may set the above backlight margin value to a larger value than when the sun is reflected on the above image.

[0017] In addition, in the above-mentioned backlight margin value calculation unit of the driving route setting system of one mode of the present invention, it is possible that: for each of the above-mentioned multiple stop lines, the above-mentioned backlight margin value calculation unit calculates whether there is an obstruction that blocks the sun at the time of passing of the above-mentioned stop line as observed from the position of the above-mentioned stop line based on the position of the sun at the time of passing of the above-mentioned stop line and the above-mentioned map information, and in the case where the above-mentioned obstruction exists, the backlight margin value of the above-mentioned stop line is set to a larger value compared to the case where the above-mentioned obstruction does not exist.

[0018] In addition, in the driving route setting system of one aspect of the present disclosure, it is possible that: the driving route setting system further includes a weather information acquisition unit, the weather information acquisition unit acquires weather information including position information of clouds, and the obstruction is a cloud.

[0019] In addition, in a driving route setting system of one aspect of the present disclosure, it is possible that: the above-mentioned map information also includes feature information, the above-mentioned feature information is information on the position and height of features including buildings and natural objects on the map, and the above-mentioned obstruction is the above-mentioned feature.

[0020] In addition, in a driving route setting system of one embodiment of the present invention, it may be that: the above-mentioned driving route setting system also includes a camera exposure characteristic acquisition unit, the above-mentioned camera exposure characteristic acquisition unit acquires exposure characteristic information of the above-mentioned camera, and the above-mentioned backlight surplus value calculation unit uses the distance between the above-mentioned traffic light and the sun on the above-mentioned image at the position of the above-mentioned stop line and the calculation formula corresponding to the above-mentioned exposure characteristic information to calculate the above-mentioned backlight surplus value.

[0021] In addition, in the above-mentioned backlight surplus value calculation unit of the driving route setting system of one mode of the present invention, it is possible that: for each of the above-mentioned multiple stop lines, when multiple signal lights appear on the above-mentioned image at the position of the above-mentioned stop line, the above-mentioned backlight surplus value calculation unit calculates the above-mentioned backlight surplus value for each of the above-mentioned multiple signal lights, and sets the maximum backlight surplus value among the above-mentioned backlight surplus values ​​of the above-mentioned multiple signal lights as the backlight surplus value of the above-mentioned stop line.

[0022] According to the driving route setting system, driving route setting method, and program of the present disclosure, the possibility of non-detection and erroneous recognition of traffic lights can be reduced, and a route that can correctly recognize traffic lights can be set. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] By referring to the attached Figure 1 The above-mentioned object and other objects, features and advantages of the present disclosure will become more apparent through the following detailed description.

[0024] Figure 1 It is a block diagram showing the configuration of the driving route setting system according to the first embodiment.

[0025] Figure 2 : is a block diagram showing the structure of the camera and the vehicle-mounted device of the present disclosure.

[0026] Figure 3 This is a block diagram showing a schematic configuration of a computer that functions as an autonomous driving center of the present disclosure.

[0027] Figure 4 This is a block diagram showing an example of the functional configuration of the autonomous driving center according to the first embodiment.

[0028] Figure 5This is a schematic diagram showing the relationship between the position of the camera, the position of the sun, and the position of the traffic light when a vehicle exists in front of the stop line.

[0029] Figure 6 Schematic diagram showing an example of the distance between an image assumed to be taken by a camera and a sunlight signal.

[0030] Figure 7 This is a schematic diagram showing an example of the relationship between the backlight margin value and the sunshine signal distance.

[0031] Figure 8 This is a schematic diagram showing an example of all routes and backlight margin values.

[0032] Fig. 9 Detailed description of the invention The invention is a flowchart showing an automatic driving control processing routine according to an embodiment of the present invention.

[0033] Fig.10 1 is a flowchart showing a traveling route setting processing routine of the traveling route setting system according to the first embodiment.

[0034] Fig.11 This is a block diagram showing an example of the functional configuration of the autonomous driving center according to the second embodiment.

[0035] Fig.12 This is a schematic diagram showing an example of a case where the sun is hidden by a shadow of a ground object.

[0036] Fig.13 1 is a flowchart showing a traveling route setting processing routine of the traveling route setting system according to the second embodiment.

[0037] Fig.14 This is a block diagram showing an example of the functional configuration of an autonomous driving center according to the third embodiment.

[0038] Fig.15 This is a schematic diagram showing the relationship between the position of a camera, the position of the sun, and the positions of a plurality of traffic lights when a vehicle is present in front of a stop line.

[0039] Fig.16 Schematic diagram showing an example of the distance between an image assumed to be taken by a camera and a sunlight signal.

[0040] Fig.17 1 is a flowchart showing a traveling route setting processing routine of the traveling route setting system according to the third embodiment.

[0041] Fig.18 This is a block diagram showing an example of the functional configuration of an autonomous driving center according to the fourth embodiment.

[0042] Fig.191 is a flowchart showing a traveling route setting processing routine of the traveling route setting system according to the fourth embodiment.

[0043] Fig. 20 This is a block diagram showing an example of the functional configuration of an autonomous driving center according to the fifth embodiment.

[0044] Fig.21 1 is a flowchart showing a traveling route setting processing routine of the traveling route setting system according to the fifth embodiment. DETAILED DESCRIPTION

[0045] The following embodiments of the present disclosure are described using the accompanying drawings. In the following embodiments, a case where a vehicle travels along a route to a destination determined by an autonomous driving center under autonomous driving control based on an onboard device installed in a vehicle in level 4 autonomous driving is described as an example.

[0046] <Configuration of the Driving Route Setting System of the First Embodiment of the Present Disclosure>

[0047] Reference Figure 1 , the structure of the driving route setting system 1 according to the embodiment of the present disclosure is described. Figure 1 1 is a block diagram showing the structure of the driving route setting system 1 according to the embodiment of the present disclosure. Figure 1 As shown, the driving route setting system 1 of the first embodiment includes a camera 10 and a vehicle-mounted device 20 mounted on a vehicle, an automatic driving center 30 , a base station 40 , and a network 50 .

[0048] The base station 40 is a wireless base station connected to the network 50 and communicates with the vehicle-mounted device 20 by wireless communication. The network 50 is a public network such as the Internet or wide area Ethernet.

[0049] The camera 10 is a camera mounted on a vehicle. In the present embodiment, the viewing angle of the camera 10, the installation angle of the camera 10, and the installation position of the camera 10 are fixed. Alternatively, the viewing angle of the camera 10, the installation angle of the camera 10, and the installation position of the camera 10 may be moved by manual or automatic operation. In this case, it is configured so that these information are sequentially registered in the automatic driving center 30.

[0050] The vehicle-mounted device 20 performs automatic driving control. Figure 2 , the structure of the vehicle-mounted device 20 of the first embodiment is described. Specifically, the vehicle-mounted device 20 is composed of a computer, which has a CPU, a RAM, and a ROM storing a program for executing the automatic driving control processing routine described later, and is functionally configured as follows. Figure 2As shown, the vehicle-mounted device 20 of the present embodiment is configured to include an input unit 201 , a vehicle position estimation unit 202 , a travel control target generation unit 203 , a communication unit 204 , an image acquisition unit 205 , and a control unit 206 .

[0051] The input unit 201 receives an input of a destination from a user. Specifically, the input unit 201 receives an input of a destination from a user of a vehicle that is automatically driving. Then, the input unit 201 transmits the received destination to the communication unit 204 .

[0052] The vehicle position estimation unit 202 estimates the current vehicle position. Specifically, the vehicle position estimation unit 202 estimates the current vehicle position based on a value measured by a sensor such as a GPS (not shown). Furthermore, the vehicle position estimation unit 202 transmits the estimated vehicle position to the travel control target generation unit 203 and the communication unit 204.

[0053] The driving control target generation unit 203 generates control information required for automatic driving control to the destination based on the vehicle position and the driving route. Specifically, when the driving control target generation unit 203 obtains the driving route set by the automatic driving center 30 from the communication unit 204, it generates control information required for automatic driving control based on the vehicle position estimated by the vehicle position estimation unit 202 and the driving route, and transmits the generated control information to the control unit 206. The control information includes, for example, information required for automatic driving, such as braking force control information, information for controlling driving, and steering operation control information for controlling steering operation. In addition, the driving control target generation unit 203 updates the control information based on the image each time the image acquisition unit 205 acquires an image, and transmits the updated control information to the control unit 206. For example, the driving control target generation unit 203 recognizes the color of the signal of the signal represented by the image, and updates the control information based on the recognition result of the color of the signal. The driving control target generation unit 203 updates the control information until the destination is reached.

[0054] The communication unit 204 transmits the destination to the automatic driving center 30 via the base station 40 and the network 50. In addition, the communication unit 204 transmits the current vehicle position to the automatic driving center 30 via the base station 40 and the network 50. In addition, the communication unit 204 receives the driving route determined by the automatic driving center 30 from the automatic driving center 30 via the base station 40 and the network 50. Furthermore, the communication unit 204 transmits the received driving route to the driving control target generation unit 203.

[0055] The image acquisition unit 205 acquires an image captured by the camera 10. The image acquisition unit 205 transmits the acquired image to the travel control target generation unit 203.

[0056] The control unit 206 performs automatic driving control based on the control information generated by the travel control target generation unit 203. Specifically, the control unit 206 performs control such as braking force control based on the braking force control information, driving control based on the driving control information, and steering control based on the steering control information.

[0057] The autonomous driving center 30 determines a driving route for autonomous driving. Figure 3 and Figure 4 , the structure of the automatic driving center 30 according to the first embodiment will be described. Figure 3 is a block diagram showing the hardware structure of the automatic driving center 30 of this embodiment. Figure 1 As shown, the automatic driving center 30 includes a CPU (Central Processing Unit) 11, a ROM (Read Only Memory) 12, a RAM (Random Access Memory) 13, a storage 14, an input unit 15, a display unit 16, and a communication interface (I / F) 17. Each structure is connected via a bus 19 so as to be able to communicate with each other.

[0058] The CPU 11 is a central processing unit that executes various programs and controls various parts. That is, the CPU 11 reads the program from the ROM 12 or the storage 14 and executes the program using the RAM 13 as a work area. The CPU 11 controls the above-mentioned structures and performs various calculations according to the program stored in the ROM 12 or the storage 14. In this embodiment, an abnormality detection program for executing abnormality detection processing is stored in the ROM 12 or the storage 14.

[0059] The ROM 12 stores various programs and various data. The RAM 13 temporarily stores programs or data as a work area. The storage 14 is composed of a HDD (Hard Disk Drive) or an SSD (Solid State Drive), and stores various programs including an operating system and various data.

[0060] The input unit 15 includes a pointing device such as a mouse and a keyboard, and is used for performing various inputs.

[0061] The display unit 16 is, for example, a liquid crystal display, and displays various information. The display unit 16 may be a touch panel type, and function as the input unit 15 .

[0062] The communication interface 17 is an interface for communicating with other devices, and uses, for example, standards such as Ethernet (registered trademark), FDDI, and Wi-Fi (registered trademark).

[0063] Next, the functional configuration of the automatic driving center 30 will be described. Figure 4 is a block diagram showing an example of the functional structure of the automatic driving center 30. Figure 4 As shown, the autonomous driving center 30 of the present embodiment is configured to include: a communication unit 301, a vehicle position acquisition unit 302, a map storage unit 303, a passing time estimation unit 304, a sun position calculation unit 305, a camera information acquisition unit 306, a backlight surplus value calculation unit 307, a route backlight surplus value calculation unit 308 and a route determination unit 309.

[0064] The communication unit 301 communicates with the vehicle-mounted device 20 via the network 50. Specifically, the communication unit 301 receives a destination from the vehicle-mounted device 20. The communication unit 301 transmits the received destination to the passing time estimation unit 304. In addition, the communication unit 301 receives a vehicle position from the vehicle-mounted device 20. The communication unit 301 transmits the received vehicle position to the vehicle position acquisition unit 302. In addition, the communication unit 301 transmits the travel route determined by the route determination unit 309 to the vehicle-mounted device 20 via the network 50.

[0065] The vehicle position acquisition unit 302 acquires the current vehicle position of the vehicle. Specifically, the vehicle position acquisition unit 302 transmits the vehicle position acquired from the communication unit 301 to the passing time estimation unit 304. In addition, the vehicle position acquisition unit 302 may also adopt a structure that acquires the current vehicle position of the vehicle from the automatic driving history record or the like. In this case, the vehicle position acquisition unit 302 stores the vehicle position in the automatic driving history record in advance. In addition, the vehicle position acquisition unit 302 may use the last vehicle position among the vehicle positions stored in the automatic driving history record as the current vehicle position.

[0066] Map information including the position and height of a signal on a map and the position of a stop line in front of the signal is stored in the map storage unit 303. As the map information, for example, a dynamic map can be used.

[0067] The passing time estimation unit 304 extracts the position of the stop line in front of the signal light existing in the direction of travel on each route from the vehicle position to the destination based on the destination, the vehicle position and the map information, and estimates the passing time of the vehicle passing through the stop line for each of the extracted multiple stop lines.

[0068] Specifically, first, the map information is obtained from the map storage unit 303 by the time inference unit 304. Next, the position of the stop line before the signal between the vehicle position and the destination is extracted by the time inference unit 304. At this time, the direction from the vehicle position to the destination is taken as the traveling direction by the time inference unit 304, and the position of the stop line before the signal is extracted. Next, the time inference unit 304 infers the passing time of the vehicle for each position in the extracted stop line position. More specifically, the time inference unit 304 infers the time of passing the stop line position based on the map information using the length of the distance between the vehicle position and the stop line position and the driving speed (such as the legal speed) of the usual vehicle. Moreover, the destination, the vehicle position, the map information, each position in the extracted stop line position, and the inferred passing time for each position in the stop line position are passed to the sun position calculation unit 305 by the time inference unit 304.

[0069] The sun position calculation unit 305 calculates the sun's position at the passing time of each of the multiple stop lines based on the position of the stop line and the passing time of the stop line. Specifically, the sun position calculation unit 305 calculates the sun's altitude and direction relative to the position of the stop line at the passing time of each of the multiple stop lines. It can also be configured so that the passing time includes the date in advance, and the position of the stop line includes information on the country and region, and the altitude and direction of the sun corresponding to the season, country and region are calculated. In addition, the sun position calculation unit 305 transmits the destination, vehicle position, map information, each of the extracted stop line positions, the inferred passing time for each of the stop line positions, and the calculated sun's position at each passing time of the stop line to the backlight surplus value calculation unit 307.

[0070] The camera information acquisition unit 306 acquires camera information including the viewing angle of the camera 10, the installation angle of the camera 10, and the installation position of the camera 10. Specifically, the camera information acquisition unit 306 acquires the camera information of the camera 10 mounted on the vehicle from a database (not shown), which pre-stores the camera information including the viewing angle of the camera 10 mounted on the vehicle, the installation angle of the camera 10, and the installation position of the camera 10. The installation position of the camera 10 includes the distance (m) in the vertical direction between the camera 10 and the road surface, the distance (m) in the right direction relative to the traveling direction between the camera 10 and the center of the vehicle, and the distance (m) in the vehicle rear end direction between the camera 10 and the front end of the vehicle. Furthermore, the camera information acquisition unit 306 transmits the camera information to the backlight surplus value calculation unit 307.

[0071] The backlight margin value calculation unit 307 calculates, for each of the plurality of stop lines, a backlight margin value that becomes a larger value as the distance between the signal and the sun observed from the position of the stop line increases, based on the position of the stop line, the position of the signal, the position of the sun at the time of the stop line passing, and the camera information. Specifically, for each of the plurality of stop lines, the backlight margin value calculation unit 307 calculates, for each of the plurality of stop lines, a backlight margin value that becomes a larger value as the distance between the signal on the image when the signal is photographed by the camera 10 from the position of the stop line and the sun on the image increases, based on the position of the stop line, the position of the sun at the time of the stop line passing, the position of the signal on the stop line, and the camera information. More specifically, first, the backlight margin value calculation unit 307 calculates the position of the signal and the position of the sun on the image photographed by the camera 10 when the vehicle is located near the stop line, based on the position of the stop line, the position of the sun at the time of the stop line passing, the position of the signal on the stop line, and the camera information. Figure 5 It is a schematic diagram showing the relationship between the position of the camera 10, the position of the sun, and the position of the signal when there is a vehicle in front of the stop line. Based on the camera information of the camera 10, it is possible to calculate which range the camera 10 takes pictures with a certain center, that is, the image plane in three-dimensional space. In addition, by knowing the position of the signal, the position of the sun, and the position of the camera 10, it is possible to calculate the position of the signal on the image plane and the position of the sun on the image plane. Next, the backlight surplus value calculation unit 307 calculates the distance between the position of the signal on the image and the position of the sun on the image, that is, the sunshine signal distance. Figure 6 1 shows an example of an image taken by the camera 10 and the distance of the sunlight signal. As the position of the signal on the image, it is also possible to Figure 6 Instead of using the center of the signal, any position on the signal affected by backlight may be used. Next, the backlight margin value calculation unit 307 calculates a backlight margin value whose value becomes larger as the sunshine signal distance increases. In the present disclosure, a value in the range of 0 to 1 is used as the backlight margin value. In this case, the closer the backlight margin value is to 1, the longer the sunshine signal distance is, and the less the influence of backlight is. On the other hand, it can be seen that the closer the backlight margin value is to 0, the shorter the sunshine signal distance is, and the greater the influence of backlight is. In addition, when the sunshine signal distance is 0, that is, when the position of the signal on the image coincides with the position of the sun on the image, it is considered that the influence of backlight is the greatest. The calculation formula for calculating the backlight margin value can adopt any calculation formula. For example, Figure 7In this way, a calculation formula can be adopted in which the sunshine signal distance and the backlight margin value correspond linearly when the distance is close, and slowly approach 1 when the distance is separated by a predetermined value or more. The backlight margin value calculation unit 307 performs these processes for all stop lines. In addition, when the sun is not reflected on the image, the backlight margin value calculation unit 307 sets the backlight margin value to 1. That is, when the sun is not reflected on the image, the influence of backlight is small, so the backlight margin value calculation unit 307 sets the backlight margin value to 1 in this case. Moreover, the backlight margin value calculation unit 307 transmits the map information, each of the extracted stop line positions, and the backlight margin value for each of the multiple stop lines to the route backlight margin value calculation unit 308.

[0072] The route backlight margin value calculation unit 308 calculates the route backlight margin value based on the backlight margin values ​​of the stop lines existing on each route from the vehicle position to the destination. Specifically, first, the route backlight margin value calculation unit 308 obtains all routes passing through the stop lines between the vehicle position and the destination. At this time, although the detour route is excluded, it is not limited to the shortest route. Figure 8 This is an example showing all the routes. Figure 8 In the example, three routes passing through the stop lines are obtained. Next, the route backlight surplus value calculation unit 308 calculates the route backlight surplus value for each obtained route based on the respective backlight surplus values ​​of the stop lines included in the route. For example, the route backlight surplus value calculation unit 308 sets the value obtained by multiplying the respective backlight surplus values ​​of the stop lines in the route as the route backlight surplus value. The route backlight surplus value may also be the weighted sum of the respective backlight surplus values ​​of the stop lines in the route, and various calculation methods may be used. Figure 8 In the example of , the route backlight margin value of each route is calculated as follows.

[0073] [Route 1]

[0074] The backlight margin values ​​included in route 1 are 0.5, 0, 0.2, and 0.8. Therefore, the route backlight margin value=0.5×0×0.2×0.8=0.

[0075] [Route 2]

[0076] The backlight margin values ​​included in route 2 are 0.5, 0.7, 0.2, and 0.8, so the route backlight margin value=0.5×0.7×0.2×0.8=0.056.

[0077] [Route 3]

[0078] The backlight margin values ​​included in route 3 are 0.5, 0.5, and 0.3, so the route backlight margin value=0.5×0.5×0.3=0.075. The route backlight margin value calculation unit 308 transmits the map information, all the obtained routes, and the route backlight margin values ​​of each route to the route determination unit 309.

[0079] The route determination unit 309 uses the route backlight margin values ​​calculated for each route to determine the driving route from the vehicle position to the destination. Specifically, the route determination unit 309 determines the route with the largest route backlight margin value as the driving route. Figure 8 In the example of , the route with the highest route backlight margin value is route 3. Therefore, the route determination unit 309 determines route 3 as the driving route. Furthermore, the route determination unit 309 transmits the determined driving route and map information to the communication unit 301.

[0080] <Function of the driving route setting system of the first embodiment of the present disclosure>

[0081] Fig. 9 Detailed description of the invention The invention is a flowchart showing an automatic driving control processing routine according to an embodiment of the present invention.

[0082] When a destination is input to the input unit 201, the vehicle-mounted device 20 of the driving route setting system 1 executes Fig. 9 The autonomous driving control processing routine shown.

[0083] First, in step S11 , the input unit 201 receives an input of a destination from the user.

[0084] In step S12 , the vehicle position estimation unit 202 estimates the current vehicle position.

[0085] In step S13 , the communication unit 204 transmits the destination and the vehicle position to the automatic driving center 30 via the base station 40 and the network 50 .

[0086] In step S14 , the communication unit 204 receives the driving route determined in step S110 from the automatic driving center 30 via the base station 40 and the network 50 .

[0087] In step S15, the vehicle-mounted device 20 performs automatic driving control to the destination and ends the process. At this time, the color of the signal of the traffic light represented by the image obtained by the camera 10 is recognized, and the automatic driving control is performed using the recognition result of the signal color.

[0088] Fig.10 1 is a flowchart showing a driving route setting processing routine according to an embodiment of the present disclosure.

[0089] When the communication unit 301 receives the destination, the automatic driving center 30 of the driving route setting system 1 executes Fig.10 The driving route setting processing routine shown.

[0090] In step S101 , the communication unit 301 receives the destination and the vehicle position from the vehicle-mounted device 20 .

[0091] In step S102 , the time estimation unit 304 acquires map information from the map storage unit 303 .

[0092] In step S103 , the timing estimation unit 304 extracts the position of the stop line before the signal existing in the traveling direction on each route from the vehicle position to the destination based on the destination, the vehicle position, and the map information.

[0093] In step S104 , the passing time estimation unit 304 estimates the passing time when the vehicle passes through each of the plurality of stop lines extracted in step S103 .

[0094] In step S105 , the sun position calculation unit 305 calculates the sun's position at the time of passage of each of the plurality of stop lines based on the position of the stop line and the time of passage of the stop line.

[0095] In step S106 , the camera information acquisition unit 306 acquires camera information including the viewing angle of the camera 10 , the installation angle of the camera 10 , and the installation position of the camera 10 .

[0096] In step S107, the backlight surplus value calculation unit 307 calculates the position of the signal and the position of the sun on the image taken by the camera 10 when the vehicle is located near the stop line based on the position of the stop line, the position of the sun at the time of passing the stop line, the position of the signal at the stop line, and the camera information, and calculates the distance between the position of the signal on the image and the position of the sun on the image, that is, the sunshine signal distance.

[0097] In step S108 , the backlight margin value calculation unit 307 calculates a backlight margin value that becomes a larger value as the sunshine signal distance increases.

[0098] In step S109 , the route backlight margin value calculation unit 308 calculates, for each route from the vehicle position to the destination, a route backlight margin value based on each backlight margin value of a stop line existing on the route.

[0099] In step S110 , the route determination unit 309 determines a travel route from the vehicle position to the destination using the route backlight margin value calculated for each route.

[0100] In step S111 , the communication unit 301 transmits the travel route and map information determined in step S110 to the vehicle-mounted device 20 via the network 50 .

[0101] As described above, according to the driving route setting system of the embodiment of the present disclosure, the position of the stop line in front of the signal existing in the direction of travel on each route from the vehicle position to the destination is extracted, and for each of the multiple stop lines extracted, the passage time of the vehicle passing the stop line is inferred, and for each of the multiple stop lines, based on the position of the stop line and the passage time of the stop line, the position of the sun at the passage time of the stop line is calculated, and a backlight margin value is calculated, which becomes a larger value as the distance between the signal and the sun observed from the position of the stop line increases. For each route from the vehicle position to the destination, a route backlight margin value based on the respective backlight margin values ​​of the stop lines existing on the route is calculated, and the route backlight margin value calculated for each route is used to determine the driving route from the vehicle position to the destination, thereby reducing the possibility of non-detection and erroneous recognition of the signal, and setting a route that can correctly recognize the signal.

[0102] In addition, when the sun is not reflected on the image, the backlight margin value is set to a larger value than when the sun is reflected on the image, so that the backlight margin value that represents the actual signal recognition environment can be obtained, and the possibility of non-detection and erroneous recognition of the signal can be further reduced, and a route that can correctly recognize the signal can be set. This is because whether the sun is reflected on the image makes a large difference in signal recognition. Therefore, a route that can correctly recognize the signal can be set.

[0103] <Configuration of the Driving Route Setting System of the Second Embodiment of the Present Disclosure>

[0104] Next, the configuration of the driving route setting system 2 according to the second embodiment will be described. Note that the same configurations as those of the driving route setting system 1 according to the first embodiment are denoted by the same reference numerals, and detailed descriptions thereof will be omitted.

[0105] like Fig.11 As shown, the autonomous driving center 31 of the present embodiment is configured to include: a communication unit 301, a vehicle position acquisition unit 302, a map storage unit 303, a passing time estimation unit 304, a sun position calculation unit 305, a camera information acquisition unit 306, a backlight surplus value calculation unit 317, a route backlight surplus value calculation unit 308 and a route determination unit 309.

[0106] In the second embodiment, the map information further includes feature information, which is information on the positions and heights of features including buildings and natural objects on the map.

[0107] The backlight surplus value calculation unit 317 determines, for each of the multiple stop lines, whether there is an obstruction that blocks the sun at the time the stop line passes when viewed from the position of the stop line, based on the position of the sun at the time the stop line passes and map information. If the obstruction exists, the backlight surplus value of the stop line is calculated to be a larger value than when there is no obstruction.

[0108] Specifically, first, the backlight surplus value calculation unit 317 obtains the ground object that blocks the sun at the time of passing the stop line when viewed from the position of the stop line, based on the position of the sun at the time of passing the stop line and the map information, and obtains the range of the shadow formed by the ground object, that is, the shadow of the ground object. Next, the backlight surplus value calculation unit 317 determines whether the sun is hidden by the shadow of the ground object when the vehicle is located in front of the stop line for each stop line where there is a ground object blocking the sun. At this time, the position of the camera 10 when the vehicle is located in front of the stop line can also be used for determination. Next, for any stop line, in the case where there is no stop line where the sun is hidden, the backlight surplus value calculation unit 317 calculates the backlight surplus value of each stop line in the same way as the backlight surplus value calculation unit 307. On the other hand, when there is a stop line where the sun is hidden, the backlight margin value calculation unit 317 sets the backlight margin value to 1 for the stop line, and obtains backlight margin values ​​for other stop lines in the same manner as the backlight margin value calculation unit 307 .

[0109] Fig.12 This is a diagram showing an example of a situation where the sun is hidden by a shadow of a ground object. Fig.12 In the example, the ground feature is a building and the arrow represents the direction of the sun's rays. Fig.12 In the example, the sunlight is blocked by the building, and the vehicle enters the shadow of the ground object, that is, the shadow of the building, so it is considered that there is no backlighting effect. In this way, when it is determined that there is no backlighting effect when shooting a traffic light based on the ground object, the backlight margin value is set to 1.

[0110] Then, the backlight margin value calculation unit 317 transmits the map information, each of the extracted stop line positions, and the backlight margin value for each of the plurality of stop lines to the route backlight margin value calculation unit 308 .

[0111] <Function of the driving route setting system of the second embodiment of the present disclosure>

[0112] Fig.131 is a flowchart showing a travel route setting processing routine according to the second embodiment. Note that the same processes as those in the travel route setting processing routine according to the first embodiment are denoted by the same reference numerals and detailed descriptions thereof are omitted.

[0113] In step S201, the backlight surplus value calculation unit 317 calculates, for each of the multiple stop lines, the ground object that blocks the sun at the time the stop line passes when viewed from the position of the stop line, based on the position of the sun at the time the stop line passes and the map information, and calculates the shadow formed by the ground object, that is, the range of the shadow of the ground object.

[0114] In step S202 , the backlight margin value calculation unit 317 determines, for each of the stop lines where there are features blocking the sun, whether the sun is hidden by the shadow of the feature when the vehicle is located in front of the stop line.

[0115] When there is no stop line where the sun is hidden by the shadow of the feature (“No” in the above-mentioned step S202 ), the process proceeds to step S108 .

[0116] On the other hand, when there is a stop line where the sun is hidden by the shadow of the feature ("Yes" in the above step S202), in step S203, the backlight margin value calculation unit 317 sets the backlight margin value to 1 for the stop line where the sun is hidden.

[0117] In step S204 , the backlight margin value calculation unit 317 obtains the backlight margin value for the stop lines other than the stop line where the sun is hidden, similarly to step S108 .

[0118] As described above, according to the driving route setting system of the embodiment of the present disclosure, the backlight margin value calculation unit 317 determines, for each of the multiple stop lines, based on the position of the sun at the time the stop line passes and map information, whether there is an obstruction that blocks the sun at the time the stop line passes when viewed from the position of the stop line. When the obstruction exists, the backlight margin value of the stop line is calculated to be a larger value than when the obstruction does not exist, thereby reducing the possibility of non-detection and erroneous recognition of signals, and setting a route that can correctly recognize signals.

[0119] <Configuration of Driving Route Setting System of Third Embodiment of the Present Disclosure>

[0120] Next, the structure of the driving route setting system 3 of the third embodiment is described. In addition, for the same structure as the driving route setting system 1 of the first embodiment, the same reference numerals are attached and detailed description is omitted. In the second embodiment, the case where the shielding object is a ground object is described as an example, but in the third embodiment, the case where the shielding object is a cloud is described as an example.

[0121] like Fig.14 As shown, the autonomous driving center 32 of the present embodiment is configured to include: a communication unit 301, a vehicle position acquisition unit 302, a map storage unit 303, a passing time inference unit 304, a sun position calculation unit 305, a camera information acquisition unit 306, a weather information acquisition unit 326, a backlight surplus value calculation unit 327, a route backlight surplus value calculation unit 308 and a route determination unit 309.

[0122] The weather information acquisition unit 326 acquires weather information including cloud position information. Specifically, the weather information acquisition unit 326 acquires weather information of the vehicle position or destination from a weather information server (not shown) that distributes weather information via the communication unit 301 and the network 50. Furthermore, the weather information acquisition unit 326 transmits the acquired weather information to the backlight margin value calculation unit 327.

[0123] The backlight margin value calculation unit 327 determines, for each of the multiple stop lines, whether there is an obstruction, that is, a cloud, that blocks the sun at the time of the stop line's passage when viewed from the position of the stop line, based on the position of the sun at the time of the stop line's passage, map information, and weather information acquired by the weather information acquisition unit 326. If the cloud exists, the backlight margin value of the stop line is calculated to be a larger value than if the cloud does not exist. Specifically, first, the backlight margin value calculation unit 327 determines, for each of the multiple stop lines, the cloud that blocks the sun at the time of the stop line's passage, based on the position of the sun at the time of the stop line's passage, map information, and weather information acquired by the weather information acquisition unit 326. Next, the backlight margin value calculation unit 327 determines, for each of the multiple stop lines, whether there is a cloud that blocks the sun above the stop line. For any stop line, when there is no cloud blocking the sun, the backlight margin value calculation unit 327 calculates the backlight margin value of each stop line in the same manner as the backlight margin value calculation unit 307. On the other hand, when there is a stop line with clouds blocking the sun, the backlight margin value calculation unit 327 sets the backlight margin value of the stop line to 1, and calculates the backlight margin value of the other stop lines in the same manner as the backlight margin value calculation unit 307. Furthermore, the backlight margin value calculation unit 327 transmits the map information, each of the extracted stop line positions, and the backlight margin value for each of the plurality of stop lines to the route backlight margin value calculation unit 308.

[0124] <Function of the driving route setting system of the third embodiment of the present disclosure>

[0125] Fig.15 1 is a flowchart showing a driving route setting processing routine according to the third embodiment. Note that the same processes as those in the driving route setting processing routine according to the first embodiment are denoted by the same reference numerals and detailed descriptions thereof are omitted.

[0126] In step S301 , the weather information acquisition unit 326 acquires weather information including cloud position information.

[0127] In step S302, the backlight surplus value calculation unit 327 calculates the cloud that blocks the sun at the time when each stop line among the multiple stop lines passes, based on the position of the sun at the time when the stop line passes, map information, and the position information of clouds in the weather information obtained by the above step S301.

[0128] In step S303 , the backlight margin value calculation unit 327 determines, for each of the plurality of stop lines, whether there is a cloud blocking the sun above the stop line.

[0129] When there is no cloud blocking the sun at any stop line (“No” in the above step S303 ), the process proceeds to step S108 .

[0130] On the other hand, when there is a stop line with clouds blocking the sun (Yes in the above step S303 ), in step S304 , the backlight margin value calculation unit 327 sets the backlight margin value to 1 for the stop line with clouds blocking the sun.

[0131] In step S305 , the backlight margin value calculation unit 327 obtains the backlight margin value for the stop lines other than the stop line having clouds blocking the sun, similarly to step S108 .

[0132] As described above, according to the driving route setting system of the embodiment of the present disclosure, the backlight margin value calculation unit 317 determines, for each of the multiple stop lines, based on the position of the sun at the time the stop line passes and map information, whether there is an obstruction that blocks the sun at the time the stop line passes when viewed from the position of the stop line. When the obstruction exists, the backlight margin value of the stop line is calculated to be a larger value than when the obstruction does not exist, thereby reducing the possibility of non-detection and erroneous recognition of traffic lights, and setting a route that can correctly recognize signals.

[0133] <Configuration of Driving Route Setting System of Fourth Embodiment of the Present Disclosure>

[0134] Next, the configuration of the travel route setting system 4 according to the fourth embodiment will be described. Note that the same configurations as those of the travel route setting system 1 according to the first embodiment are denoted by the same reference numerals, and detailed descriptions thereof will be omitted.

[0135] like Fig.16 As shown, the autonomous driving center 33 of the present embodiment is configured to include: a communication unit 301, a vehicle position acquisition unit 302, a map storage unit 303, a passing time estimation unit 304, a sun position calculation unit 305, a camera information acquisition unit 306, a backlight surplus value calculation unit 337, a route backlight surplus value calculation unit 308 and a route determination unit 309.

[0136] The backlight margin value calculation unit 337 calculates a backlight margin value for each of the multiple stop lines when multiple signals are shown on the image at the position of the stop line, and sets the maximum backlight margin value of the backlight margin values ​​of the multiple signals as the backlight margin value of the stop line. First, the backlight margin value calculation unit 327 calculates the position of the signal and the position of the sun on the image captured by the camera 10 when the vehicle is located in front of the stop line based on the position of the stop line, the position of the sun at the time of passing the stop line, the positions of the multiple signals of the stop line, and the camera information. Next, the backlight margin value calculation unit 337 determines whether there is a stop line with multiple signals shown on the image. If there is no stop line with multiple signals shown, the backlight margin value calculation unit 337 performs the same processing as the backlight margin value calculation unit 307.

[0137] On the other hand, when there is a stop line where multiple signals are reflected, the backlight margin value calculation unit 337 calculates the distance between the position of each of the multiple signals on the image and the position of the sun on the image, that is, the sunlight signal distance. Fig.17 This is a schematic diagram showing the relationship between the position of the camera 10, the position of the sun, and the positions of a plurality of traffic lights when a vehicle is present in front of a stop line. Fig.18 It is assumed that the image captured by the camera 10 is an example of the distance between multiple sunshine signals. Fig.17 and Fig.18 As shown, the backlight margin value calculation unit 337 calculates the sunlight signal distance for each of the plurality of signals, assuming that a plurality of signals are projected on the image.

[0138] Next, the backlight margin value calculation unit 337 calculates the backlight margin value for each of the plurality of signal machines, and sets the maximum backlight margin value among the respective backlight margin values ​​of the plurality of signal machines as the backlight margin value of the stop line. Furthermore, the backlight margin value calculation unit 337 transmits the map information, each of the extracted stop line positions, and the backlight margin value for each of the plurality of stop lines to the route backlight margin value calculation unit 308.

[0139] <Function of the driving route setting system according to the fourth embodiment of the present disclosure>

[0140] Fig.19 1 is a flowchart showing a travel route setting processing routine according to the fourth embodiment. Note that the same processes as those in the travel route setting processing routine according to the first embodiment are denoted by the same reference numerals and detailed descriptions thereof are omitted.

[0141] In step S401 , the backlight margin value calculation unit 337 determines whether or not there is a stop line where a plurality of signals appear on the image.

[0142] When there is no stop line on which a plurality of signals are projected ("No" in the above-mentioned step S401), the process proceeds to step S107.

[0143] When there is a stop line with multiple signals ("Yes" in the above step S401), in step S402, the backlight surplus value calculation unit 337 calculates the distance between the position of the signal on the image and the position of the sun on the image, that is, the sunlight signal distance, for each of the multiple signals.

[0144] In step S403 , the backlight margin value calculation unit 337 calculates a backlight margin value for each of the plurality of signals.

[0145] In step S404 , the backlight margin value calculation unit 337 sets the largest backlight margin value among the backlight margin values ​​of the plurality of signals as the backlight margin value of the stop line.

[0146] As described above, according to the driving route setting system of the embodiment of the present disclosure, for each of a plurality of stop lines, when a plurality of signals appear on the image at the position of the stop line, a backlight margin value is calculated for each of the plurality of signals, and the maximum backlight margin value among the respective backlight margin values ​​of the plurality of signals is set as the backlight margin value of the stop line, thereby further reducing the possibility of non-detection and erroneous identification of signals, and enabling the setting of a route that can correctly identify signals.

[0147] <Configuration of Driving Route Setting System of Fifth Embodiment of the Present Disclosure>

[0148] Next, the configuration of the driving route setting system 5 according to the fifth embodiment will be described. Note that the same configurations as those of the driving route setting system 1 according to the first embodiment are denoted by the same reference numerals, and detailed descriptions thereof will be omitted.

[0149] like Fig. 20 As shown, the autonomous driving center 34 of the present embodiment is configured to include: a communication unit 301, a vehicle position acquisition unit 302, a map storage unit 303, a passing time estimation unit 304, a sun position calculation unit 305, a camera information acquisition unit 306, a camera exposure characteristic acquisition unit 346, a backlight surplus value calculation unit 347, a route backlight surplus value calculation unit 308 and a route determination unit 309.

[0150] The camera exposure characteristic acquisition unit 346 acquires the exposure characteristic information of the camera 10. Specifically, the camera exposure characteristic acquisition unit 346, specifically the camera information acquisition unit 306 acquires the exposure characteristic information from a database (not shown) that stores the exposure characteristic information including the exposure characteristics of the camera 10 mounted on the vehicle in advance. Furthermore, the camera exposure characteristic acquisition unit 346 transmits the acquired exposure characteristic information of the camera 10 to the backlight margin value calculation unit 347.

[0151] The backlight margin value calculation unit 347 calculates the backlight margin value of each of the multiple stop lines based on the position of the stop line, the position of the signal, and the position of the sun, using a calculation formula corresponding to the distance between the signal and the sun on the image at the position of the stop line and the exposure characteristic information. Specifically, the backlight margin value calculation unit 347 calculates the backlight margin value using a calculation formula corresponding to the sunlight signal distance and the exposure characteristic information. For example, when the exposure characteristic information is consistent with a predetermined rule, a calculation formula that conforms to the rule is used. In this case, multiple backlight margin values ​​similar to those of the first embodiment are prepared. Figure 7 Furthermore, the backlight margin value calculation unit 347 transmits the map information, each of the extracted stop line positions, and the backlight margin value for each of the plurality of stop lines to the route backlight margin value calculation unit 308 .

[0152] <Function of the driving route setting system of the fifth embodiment of the present disclosure>

[0153] Fig.21 1 is a flowchart showing a travel route setting processing routine according to the fifth embodiment. Note that the same processes as those in the travel route setting processing routine according to the first embodiment are denoted by the same reference numerals and detailed descriptions thereof are omitted.

[0154] In step S501 , the camera exposure characteristic acquisition unit 346 acquires exposure characteristic information of the camera 10 .

[0155] In step S510, the backlight surplus value calculation unit 347 calculates the backlight surplus value of each stop line among the multiple stop lines based on the position of the stop line, the position of the signal and the position of the sun, using a calculation formula corresponding to the distance between the signal and the sun on the image at the position of the stop line and the exposure characteristic information obtained in the above step S501.

[0156] As described above, according to the driving route setting system of the embodiment of the present disclosure, the exposure characteristic information of the camera is also obtained, and for each of the multiple stop lines, based on the position of the stop line, the position of the signal and the position of the sun, a calculation formula corresponding to the distance between the signal and the sun on the image at the position of the stop line and the exposure characteristic information is used to calculate the backlight margin value of the stop line. This can further reduce the possibility of non-detection and misidentification of the signal, and can set a route that can correctly identify the signal.

[0157] In addition, the present disclosure is not limited to the above-described embodiments, and various modifications and applications are possible without departing from the gist of the present invention.

[0158] For example, in the above-mentioned embodiment, as a driving route setting system, each processing unit is configured as a different device, but it is not limited to this, and all processing units may be configured by the same device, such as a vehicle-mounted device. In addition, the input unit 201 may also be configured as another device, for example, it may be configured so that the user inputs the destination into a communication terminal such as a smartphone, and sends it to the vehicle-mounted device 20 or the automatic driving center 30. In addition, camera information such as the viewing angle of the camera 10, the installation angle of the camera 10, the installation position of the camera 10, and the exposure of the camera 10 may also be stored on the vehicle side. In this case, the automatic driving center 30 may adopt a structure that obtains the camera information from the vehicle-mounted device 20.

[0159] In addition, in the above-mentioned embodiment, the description is made in the context of level 4 autonomous driving (autonomous driving in a limited area), but the present invention is not limited to this and can also be applied to other autonomous driving levels.

[0160] In addition, it is also possible to configure: when the passing time is at night, it is set to be a situation where there is no sun, that is, no backlight, and perform normal driving route selection. In this case, for example, it is configured to select a route that reaches the destination from the vehicle position in the shortest time.

[0161] In addition, the program that reads and executes the software (program) by the CPU in the above-mentioned embodiment may also be executed by various processors other than the CPU. As the processor in this case, PLD (Programmable Logic Device: Programmable Logic Device) and ASIC (Application Specific Integrated Circuit: Application Specific Integrated Circuit) that can change the circuit structure after manufacturing FPGA (Field-Programmable Gate Array) and other processors with circuit structures specially designed for performing specific processing, that is, dedicated circuits, etc. are exemplified. In addition, the abnormality detection program may also be executed by one of these various processors, or by a combination of two or more processors of the same or different types (for example, multiple FPGAs, and a combination of CPU and FPGA, etc.). In addition, more specifically, the hardware structure of these various processors is a circuit that combines circuit elements such as semiconductor elements.

[0162] In addition, in the above-mentioned embodiments, the program is pre-stored (installed) in the ROM 12 or the storage 14, but it is not limited to this. The program can also be provided in a non-transitory storage medium such as a CD-ROM (Compact Disk Read Only Memory), a DVD-ROM (Digital Versatile Disk Read Only Memory), and a USB (Universal Serial Bus) memory. In addition, the program can also be downloaded from an external device via a network.

[0163] The present disclosure is described based on the embodiments, but it is understood that the present disclosure is not limited to the embodiments and structures. The present disclosure also includes various modifications and variations within the scope of equality. In addition, various combinations and methods, further including combinations and methods of only one element, more than one element, or less than one element, also fall within the scope and scope of the present disclosure.

[0164] The following supplementary notes are further disclosed with respect to the above-mentioned embodiments.

[0165] (Supplementary Item 1)

[0166] An abnormality detection device is configured to include:

[0167] Memory; and

[0168] at least one processor connected to the memory,

[0169] The above processor performs the following processing:

[0170] Based on the input destination, the position of the vehicle, i.e., the vehicle position, and map information including information on the position of the signal, the position of the stop line in front of the signal existing in the direction of travel on each route from the vehicle position to the destination is extracted, and for each of the extracted multiple stop lines, a passing time of the vehicle passing through the stop line is estimated,

[0171] For each of the plurality of stop lines, based on the position of the stop line and the time at which the stop line passes, the position of the sun at the time at which the stop line passes is calculated,

[0172] For each of the plurality of stop lines, a backlight margin value is calculated based on the position of the stop line, the position of the signal, and the position of the sun, wherein the greater the distance between the signal and the sun as observed from the position of the stop line, the greater the backlight margin value becomes.

[0173] For each route from the vehicle position to the destination, a route backlight margin value based on each backlight margin value of the stop lines existing on the route is calculated;

[0174] The travel route from the vehicle position to the destination is determined using the route backlight margin value calculated for each route.

[0175] (Supplementary Item 2)

[0176] A non-transitory storage medium stores an anomaly detection program that causes a computer to perform the following processing:

[0177] Based on the input destination, the position of the vehicle, i.e., the vehicle position, and map information including information on the position of the signal, the position of the stop line in front of the signal existing in the direction of travel on each route from the vehicle position to the destination is extracted, and for each of the extracted multiple stop lines, a passing time of the vehicle passing through the stop line is estimated,

[0178] For each of the plurality of stop lines, based on the position of the stop line and the time at which the stop line passes, the position of the sun at the time at which the stop line passes is calculated,

[0179] For each of the plurality of stop lines, a backlight margin value is calculated based on the position of the stop line, the position of the signal, and the position of the sun, wherein the greater the distance between the signal and the sun as observed from the position of the stop line, the greater the backlight margin value becomes.

[0180] For each route from the vehicle position to the destination, a route backlight margin value based on each backlight margin value of the stop lines existing on the route is calculated;

[0181] The travel route from the vehicle position to the destination is determined using the route backlight margin value calculated for each route.

Claims

1. A driving route setting system, comprising: A passing time estimation unit extracts the position of a stop line before the signal existing in the direction of travel on each route from the vehicle position to the destination based on the input destination, the position of the vehicle, i.e., the vehicle position, and map information including information on the position of the signal, and estimates the passing time of the vehicle passing the stop line for each of the extracted multiple stop lines; a sun position calculation unit that calculates, for each of the plurality of stop lines, a sun position at a time when the stop line passes based on the position of the stop line and the time when the stop line passes; a camera information acquisition unit, which acquires camera information including a viewing angle of a camera mounted on the vehicle, an installation angle of the camera, and an installation position of the camera; a backlight margin value calculation unit that calculates, for each of the plurality of stop lines, a distance between the signal and the sun on an image taken by the camera of the signal based on the position of the stop line, the position of the signal, the position of the sun at the time when the stop line passes, and the camera information, and calculates a backlight margin value corresponding to the calculated distance on the image based on a relationship between the distance and the backlight margin value that is preset such that the greater the distance, the greater the backlight margin value; a route backlight margin value calculation unit that calculates, for each route from the vehicle position to the destination, a route backlight margin value based on each backlight margin value of the stop lines existing on the route; as well as The route determination unit determines a travel route from the vehicle position to the destination using the route backlight margin value calculated for each route.

2. The driving route setting system according to claim 1, wherein: When the sun is not reflected on the image, the backlight margin value calculation unit sets the backlight margin value to a larger value than when the sun is reflected on the image.

3. The driving route setting system according to claim 1, wherein: For each of the multiple stop lines, the backlight margin value calculation unit determines whether there is an obstruction that blocks the sun at the time of passage of the stop line when observed from the position of the stop line based on the position of the sun at the time of passage of the stop line and the map information, and when the obstruction exists, the backlight margin value of the stop line is set to a larger value compared to a case where the obstruction does not exist.

4. The driving route setting system according to claim 3, wherein: The map information also includes ground feature information, which is information on the location and height of ground features including buildings and natural objects on the map. The shielding object is the ground object.

5. The driving route setting system according to claim 3, wherein: The driving route setting system further includes a weather information acquisition unit, which acquires weather information including cloud position information. The obstruction is a cloud.

6. The driving route setting system according to any one of claims 1 to 5, wherein: For each of the multiple stop lines, when multiple signal lights appear on the image at the position of the stop line, the backlight surplus value calculation unit calculates the backlight surplus value for each of the multiple signal lights, and sets the maximum backlight surplus value among the respective backlight surplus values ​​of the multiple signal lights as the backlight surplus value of the stop line.

7. The driving route setting system according to any one of claims 1 to 5, wherein: The driving route setting system further includes a camera exposure characteristic acquisition unit, which acquires exposure characteristic information of the camera. The backlight margin value calculation unit calculates the backlight margin value using a calculation formula corresponding to the distance between the traffic light and the sun on the image at the position of the stop line and the exposure characteristic information.

8. A method for setting a driving route, wherein: The passing time estimation unit extracts the position of a stop line in front of the signal existing in the direction of travel on each route from the vehicle position to the destination based on the input destination, the position of the vehicle, i.e., the vehicle position, and map information including information on the position of the signal, and estimates the passing time of the vehicle passing the stop line for each of the extracted multiple stop lines. For each of the plurality of stop lines, the sun position calculation unit calculates the sun position at the time when the stop line passes based on the position of the stop line and the time when the stop line passes. The camera information acquisition unit acquires camera information including a viewing angle of a camera mounted on the vehicle, an installation angle of the camera, and an installation position of the camera. For each of the plurality of stop lines, the backlight margin value calculation unit calculates the distance between the signal and the sun on an image taken by the camera of the signal based on the position of the stop line, the position of the signal, the position of the sun at the time when the stop line passes, and the camera information, and calculates the backlight margin value corresponding to the calculated distance on the image based on a relationship between the distance and the backlight margin value, which is preset such that the greater the distance, the greater the backlight margin value. The route backlight margin value calculation unit calculates, for each route from the vehicle position to the destination, a route backlight margin value based on the backlight margin values ​​of the stop lines existing on the route. The route determination unit determines a travel route from the vehicle position to the destination using the route backlight margin value calculated for each route.

9. A storage medium storing a program for causing a computer to execute a process, the process comprising: The passing time estimation unit extracts the position of a stop line in front of the signal existing in the direction of travel on each route from the vehicle position to the destination based on the input destination, the position of the vehicle, i.e., the vehicle position, and map information including information on the position of the signal, and estimates the passing time of the vehicle passing the stop line for each of the extracted multiple stop lines. For each of the plurality of stop lines, the sun position calculation unit calculates the sun position at the time when the stop line passes based on the position of the stop line and the time when the stop line passes. The camera information acquisition unit acquires camera information including a viewing angle of a camera mounted on the vehicle, an installation angle of the camera, and an installation position of the camera. For each of the plurality of stop lines, the backlight margin value calculation unit calculates the distance between the signal and the sun on an image taken by the camera of the signal based on the position of the stop line, the position of the signal, the position of the sun at the time when the stop line passes, and the camera information, and calculates the backlight margin value corresponding to the calculated distance on the image based on a relationship between the distance and the backlight margin value, which is preset such that the greater the distance, the greater the backlight margin value. The route backlight margin value calculation unit calculates, for each route from the vehicle position to the destination, a route backlight margin value based on the backlight margin values ​​of the stop lines existing on the route. The route determination unit determines a travel route from the vehicle position to the destination using the route backlight margin value calculated for each route.

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