Information processing equipment, vehicle, route determination procedure and program

Abstract

An information processing unit (2) according to the present disclosure comprises a route finding unit (23) that performs an evaluation process of assessing whether at least one of a first stop or a second stop will occur on each of route candidates, based on signal information representing a light color change time of a traffic signal system and traffic congestion information representing a situation of the occurrence of traffic congestion, and determines a route to be traveled by a vehicle (1) from the route candidates using an evaluation result obtained by the evaluation process, wherein the first stop is a stop of the vehicle (1) due to a light color of the traffic signal system, and wherein the second stop is a stop of the vehicle (1) due to a traffic congestion.and the route candidates are candidates for a route from a boarding point to a destination of a user-passenger of the vehicle (1).

Description

Area

[0001] The present disclosure relates to an information processing device, a vehicle, a route determination method and a program for finding a route to be traveled by a vehicle. background

[0002] A technique for finding a route for a vehicle to a destination is known. Patent literature 1 discloses a technique for calculating an estimated fuel consumption value based on a vehicle's driving time and idling time, and for finding a route that minimizes the estimated fuel consumption value. Reference list of patent literature

[0003] Patent literature 1: Japanese patent no. 5872229 Summary of the technical problem

[0004] The method or technique described in patent specification 1 makes it possible to find a route that reduces fuel consumption. However, the technique described in patent literature 1 does not take into account the aspect of preventing a vehicle's user-passenger from becoming involved in a criminal situation.

[0005] The present disclosure was made in consideration of the above aspects, and one of its purposes is to realize an information processing device capable of reducing the possibility of a user-passenger of a vehicle becoming involved in a criminal situation. Solution to the problem

[0006] To overcome the above problems and solve the task, the information processing device according to the present disclosure comprises: a route finding unit for performing an evaluation process of assessing whether at least one of a first stop or a second stop will occur on each of route candidates, based on signal information and traffic congestion information; and determining a route to be traveled by a vehicle from route candidates using an evaluation result obtained through the evaluation process, wherein the signal information represents a light color change time of a traffic signal system, wherein the traffic congestion information represents a situation of the occurrence of traffic congestion, wherein the first stop is a stop of the vehicle due to a light color of the traffic signal system, and wherein the second stop is a stop of the vehicle due to a traffic congestion.and the route candidates are candidates for a route from a boarding point to a destination of a user-passenger of the vehicle. Advantageous effects of the invention

[0007] The information processing device according to the present disclosure has the effect of reducing the possibility of a user-passenger of a vehicle becoming involved in a criminal situation. Brief description of the drawings Fig. Figure 1 is a representation that depicts an exemplary configuration of a vehicle according to a first embodiment. Fig. Figure 2 is a flowchart which represents an example of a route determination process in the information processing unit of the first embodiment. Fig. Figure 3 is a representation which shows an example of a distance that was determined by a distance determination method of the first embodiment. Fig. Figure 4 is a representation which provides an example of a distance determination system of the first embodiment. Fig. Figure 5 is a representation which shows an exemplary configuration of a manually driven or powered vehicle of the first embodiment. Fig. Figure 6 is a representation which depicts an exemplary configuration of a computer system that implements an information processing unit and an information processing facility of the first embodiment. Fig. Figure 7 is a flowchart which represents an example of a route determination process in the information processing unit of a second embodiment. Fig. Figure 8 is a flowchart which represents an example of a route determination process in the information processing unit of a third embodiment. Description of embodiments

[0008] The following section describes in detail an information processing device, a vehicle, a route determination method and a program according to the embodiments with reference to the drawings. First embodiment.

[0009] Fig. Figure 1 is a representation that depicts an exemplary configuration of a vehicle according to a first embodiment. A vehicle 1 of the present embodiment comprises an information processing unit 2, a driving control unit 3, a driving mechanism 4, and a self-localization unit 5. The vehicle 1 can carry a user who is a user of the vehicle 1 and can transport the user to a destination. Although Fig. Figure 1 shows an example in which vehicle 1 is a self-driving vehicle capable of automatic driving. However, the application of the present embodiment is not limited to a self-driving vehicle, but can also be a manually driven vehicle driven by a driver, as described later. The present embodiment can also be applied to a vehicle that can switch between automatic and manual driving.

[0010] The information processing unit 2 is an information processing device that determines a route for vehicle 1 (i.e., a route to be traveled by vehicle 1). The information processing unit 2 comprises an information acquisition unit 21, a receiving unit 22, a route finding unit 23, and an information storage unit 24.

[0011] The information acquisition unit 21 acquires information by receiving information from an information provisioning device 6. For example, the information acquisition unit 21 acquires from the information provisioning device 6 signal information representing the time of the change or switching of a light color of a traffic signal system (light signal machine), that is, the time of the change of an illuminated color of a traffic signal system, and traffic congestion information representing the situation of the occurrence of a traffic congestion, and stores the acquired signal information and the traffic congestion information in the information storage unit 24.

[0012] The signal information can include, for example, information about the signal period, which represents the length of a cycle in which the signal illuminates in the sequence green, yellow (or flashing green), and red; the illumination duration of each color; and a reference time. Alternatively, it can directly represent scheduled times at which the illumination color changes from green to yellow, yellow to red, and red to green. The reference time, for instance, is a reference time for directly determining the point at which each color of the traffic signal begins to illuminate, and is, for example, the start time of a cycle for one of the illumination colors. In a case where the start of a cycle is the beginning of the green illumination, the reference time can be the time of the start of the green illumination in a specific cycle.In this case, the start time of the green light illumination can be determined by adding an integer multiple of the signal period to the reference time. The reference time is not limited to this and can be set to directly obtain the time at which each color of the traffic signal begins to illuminate. The reference time can be a past or future time. It should be noted that the signal information can be determined by a system that manages signal illumination, or it can be information estimated from a result acquired by a sensor, such as a camera that records traffic flow.Furthermore, the information processing unit 2 can contain an estimation unit (not shown) that estimates signal information, and can operate such that the information acquisition unit 21 acquires a detection result from a sensor, such as a camera detecting traffic flow; the estimation unit estimates the signal information using the detection result; and the estimated signal information is stored in the information storage unit 24.

[0013] The information provisioning unit 6 can be a roadside unit, a management unit that manages traffic information, or a distribution unit that acquires signal and congestion information from the management unit and distributes the signal and congestion information. Furthermore, the information processing unit 2 can acquire information transmitted by the information provisioning unit 6 via a network of various types, such as the internet or a mobile phone network, or it can receive the information via another unit (not shown). For example, the information processing unit 2 can receive information transmitted by the information provisioning unit 6 through vehicle-to-vehicle communication via another vehicle 1. Although in Fig. While a single facility is represented as the information provision facility 6, there can also be multiple information provision facilities 6. For example, the information provision facility 6 that transmits congestion information and the information provision facility 6 that transmits signal information can be different facilities. Furthermore, there can be one information provision facility 6 in each area that provides signal and congestion information for an application area, and the information acquisition unit 21 can acquire the signal and congestion information from multiple information provision facilities 6 assigned to multiple respective areas.

[0014] The receiving unit 22 receives a destination input and notifies the route planning unit 23 of the received destination. The receiving unit 22 can, for example, receive a destination input from a user-passenger of vehicle 1 or from a user other than the user-passenger of vehicle 1. In a case where, for example, the user-passenger of vehicle 1 is a minor, the destination can be entered by a person such as a parent or guardian of the user. Furthermore, the receiving unit 22 can receive an input directly via a user operation or receive destination information from an end device, such as a user-operated mobile device.

[0015] The information storage unit 24 stores traffic information, signal information, and map information. The map information represents a map of roads, including the location of each road, the number of lanes, the direction of travel in each lane, the locations of traffic signals, and regulatory information such as one-way streets, stop signs, and similar features. The map information can also include details such as road curvature, gradient, and the degree of surface irregularity.The map information can also include information depicting the past occurrence of crime situations (types and frequency of crime situations) in each block on the map, such as a security map. Furthermore, the map information can include information about the brightness in each block. Additionally, the map information can be static, derived from three-dimensional high-precision map data, or include dynamic and quasi-dynamic information, such as a dynamic map. Furthermore, if a dynamic map contains at least one of the signal and congestion information, this information can be acquired as the dynamic map.

[0016] The route determination unit 23 determines a route to be traveled by vehicle 1, i.e., a route for vehicle 1 to cause it to move from a departure point (boarding point) to a destination with a minimum number of stops, based on the signal information and congestion information stored in the information storage unit 24. The route determination unit 23 notifies the vehicle control unit 3 of the determined route.For example, the route finding unit 23 performs an evaluation process to assess whether at least one of a first stop or a second stop will occur on each route candidate, based on signal information and congestion information. The first stop is a stop of vehicle 1 due to the light color of a traffic signal, the second stop is a stop of vehicle 1 due to congestion, and the route candidates are candidates for a route from the boarding point to the user's destination. The route finding unit 23 then determines a route to be traveled by vehicle 1 among the route candidates using the evaluation result obtained through the evaluation process.Furthermore, the route determination unit 23 can, for example, determine the route of vehicle 1 from the route candidates based on at least one of the stop duration and the number of stops made by vehicle 1 on the route of vehicle 1, where it was decided in the evaluation process that at least one of the first and second stops would occur. Specifically, the route determination unit 23 can, for example, determine a route candidate with the fewest stops as the route of vehicle 1, or a route candidate with the smallest maximum stop duration on the route candidate as the route of vehicle 1. The route determination procedure used in the route determination unit 23 is not limited to this.

[0017] It should be noted that the departure point is set, for example, to the current location of vehicle 1, which is specified by location information (described later) that the route finding unit 23 receives from the self-locating unit 5. However, the departure point is not limited to this; the receiving unit 22 can also receive an input for the departure point and notify the route finding unit 23 of the departure point. A route determination procedure used in the route finding unit 23 will be explained in detail later.

[0018] The self-locating unit 5 identifies the vehicle's own location and outputs location information representing the identified location to the vehicle control unit 3 and the route finding unit 23. The self-locating unit 5 identifies the vehicle's own location by, for example, performing position determination using a satellite positioning system such as a global positioning system (GPS) or a global navigation satellite system (GNSS), but the procedure for identifying the vehicle's own location in the self-locating unit 5 is not limited to this. It should be noted that if the location information is not used in the route finding unit 23, the location information does not need to be output from the self-locating unit 5 to the route finding unit 23.

[0019] The driving control unit 3 controls the driving mechanism 4 based on the route received from the route finding unit 23 in order to perform driving control by automatically driving the vehicle 1. For example, the driving control unit 3 controls the driving mechanism 4 based on information acquired from a sensor (not shown) such as an obstacle detection camera, a light detection and rangefinder (LiDAR), or a millimeter-wave sensor, based on location information received from the self-locating unit 5, and based on map information stored in the information storage unit 24.It should be noted that the driving control of the automatic driving of vehicle 1 is not limited to ensuring that vehicle 1 moves along the route received by the route finding unit 23, and that it can be carried out in any way. A general method or procedure can be applied, so a detailed description is omitted.

[0020] Furthermore, the map information for automated driving, which is the map information used by the driving control unit 3, can be different from the map information stored in the information storage unit 24. In this case, the driving control unit 3 performs driving control based on map information for automated driving stored in a map information storage unit (not shown) in the vehicle 1. For example, the map information stored in the information storage unit 24 can be two-dimensional map information, and the map information for automated driving can be a dynamic map.In a case where a dynamic map is used as the map information for automated driving, the information to be updated can be acquired from the information acquisition unit 21 or from a transmit-receive unit (not shown).

[0021] The driving mechanism 4 is a mechanism that makes the vehicle 1 move and includes, for example, a variety of mechanisms that make the vehicle 1 move, such as an acceleration operation device, such as an accelerator pedal, a steering device and a brake.

[0022] In the present embodiment, the route-finding unit 23 determines the route of the vehicle 1 in such a way that the vehicle 1 arrives at its destination with a minimal number of stops. This can reduce the possibility of the user-passenger of the vehicle 1 becoming involved in a criminal situation when the vehicle 1 stops. Particularly in a case where the vehicle 1 is a self-driving vehicle and the user-passenger of the vehicle 1 is a child, it is important to take measures to prevent the child from becoming involved in a criminal situation. In the present embodiment, the vehicle 1 can travel to its destination with a minimal number of stops, thereby reducing the possibility of the child in the vehicle 1 becoming involved in a criminal situation. It should be noted that the user-passenger of the vehicle 1 is not limited to a child.

[0023] It should be noted that in the example above, the route finding unit 23 notifies the vehicle control unit 3 of the specified route, but the operation is not limited to this. The route finding unit 23 can store route information representing the specified route in the information storage unit 24 or in a route information storage unit (not shown) in the vehicle 1. In this case, the vehicle control unit 3 performs vehicle control of the vehicle 1 based on the route information stored in the information storage unit 24 or in the route information storage unit.

[0024] The following describes a route determination method in the information processing unit 2 of the present embodiment. Fig. Figure 2 is a flowchart that illustrates an example of a route determination process 2 in the information processing unit of the present embodiment. As in Fig. As shown in Figure 2, the information processing unit 2 determines whether a destination has been entered (step S1). Specifically, the route planning unit 23 determines whether a destination has been received by the receiving unit 22. As described above, the receiving unit 22 can receive not only the destination but also the departure point. In this case, the route planning unit 23 is also notified of the departure point by the receiving unit 22.

[0025] If no destination is entered (No in step S1), the information processing unit 2 repeats step S1. If a destination is entered (Yes in step S1), the information processing unit 2 acquires signal information and congestion information (step S2). Specifically, the information acquisition unit 21, for example, acquires signal information and congestion information for a range within which the vehicle 1 can travel from the information provision unit 6 and stores the acquired signal information and congestion information in the information storage unit 24. It should be noted that in Fig. 2. Step S2 is performed after step S1, but the timing of step S2 is not limited to this. Step S2 can, for example, be performed periodically.

[0026] The information processing unit 2 determines a route candidate (step S3). Specifically, the route finding unit 23 uses the map information stored in the information storage unit 24 to search for routes from the departure point to the destination and designates one of the routes obtained as the route candidate. In step S3, the route finding unit 23 can, for example, find a route using a Dijkstra algorithm, a Bellman-Ford algorithm, or similar algorithms, where intersections are considered nodes and costs are assigned to edges connecting nodes to find a route that minimizes costs; it can search for route candidates by performing a brute-force search; it can find a route using a metaheuristic procedure; or it can perform route finding using a method other than these.The costs in a Dijkstra algorithm can be, for example, a distance or a time required, but are not limited to these.

[0027] Next, the information processing unit 2 assesses whether there is a stopping point on the specified route candidate (step S4). Specifically, the route finding unit 23 sets a departure time at which the vehicle will leave the departure point and performs an assessment process to determine whether at least one stop of the vehicle 1 due to the light color of a traffic signal (i.e., a stop of the vehicle 1 due to a red or yellow light) or a stop of the vehicle 1 due to a traffic jam will occur on the specified route candidate, using the traffic jam and signal information stored in the information storage unit 24. The departure time can be a time after a specified time from the current time, or it can be a user-specified time.It should be noted that, in addition to a stop of vehicle 1 due to the light color of a traffic signal (hereinafter also referred to as a stop of vehicle 1 due to a signal) and a stop of vehicle 1 due to a traffic jam, the route finding unit 23 can also consider a temporary stop at a point where there is no signal but a stop requirement is in place as a stop, or it can exclude a point where a stop requirement is in place from stop points. It should be noted that if the traffic jam information is represented in a format such as "Traffic jam of Y km at point X", the stop of vehicle 1 due to a traffic jam can be set to the end of the traffic jam as the stop point by anticipating that a stop will occur at the end of the traffic jam.Furthermore, if the congestion information includes a stopping point and a stopping time caused by congestion, it is assessed based on this information whether a stopping point exists.

[0028] If a stop of vehicle 1 will occur due to a signal, and the stop of vehicle 1 can be avoided by changing at least one of the departure time and the speed of travel, the route finding unit 23 can change the departure time and the speed of travel.For example, the route finding unit 23 can set a standard travel speed as an initial value for each road segment, and if there is a traffic light which will be red when traveling at the standard travel speed, but green (lighting up green) when the travel speed is slightly reduced within the range provided for by the regulation, the route finding unit 23 can change the travel speed to a travel speed which will cause the traffic light to be passed while the traffic light is lit up green.

[0029] If there is no stopping point (No in step S4), the information processing unit 2 selects the currently determined route candidate as the route (step S5) and terminates the process. Specifically, in step S5, the route finding unit 23 selects the currently determined route candidate as the route to determine the route of vehicle 1 and notifies the vehicle control unit 3 of the determined route. It should be noted that if at least one of the departure time and the speed is changed in step S4, the route finding unit 23 notifies the vehicle control unit 3 of the changes to the departure time and speed.

[0030] If a stopping point exists (Yes in step S4), the information processing unit 2 stores the stopping duration and the number of stops (step S6). Specifically, the route finding unit 23 calculates the stopping duration at each stopping point and the number of stops for vehicle 1 on the currently defined route candidate, and internally stores the calculated stopping duration and the number of stops. Alternatively, the route finding unit 23 can store the stopping duration and the number of calculated stops in the information storage unit 24 or in a temporary storage unit (not shown).In a case where the congestion information is presented in a format such as a congestion of Y km at point X, the stopping time of vehicle 1 due to the congestion can be obtained by determining the time required to pass through the congestion, based on its length, using a table or similar, and converting the value of Y km into the stopping time using the table. Alternatively, if the congestion information includes a time required to pass through the congestion, this time can be used as the stopping time of vehicle 1 due to the congestion. An example is described here where the route finding unit 23 calculates the stopping time and the number of stops for vehicle 1.However, if the stop duration is not used to calculate a stop index in step S9 described later, the calculation of the stop duration in step S6 can be skipped, and if the number of stops is not used to calculate the stop index in step S9 described later, the calculation of the number of stops in step S6 can be skipped.

[0031] Information processing unit 2 assesses whether there is a route candidate that has not yet been determined (step S7). Specifically, route finding unit 23 assesses whether there is a route from the departure point to the destination other than the route candidate(s) that have already been determined. It should be noted that even if a route is found that allows the vehicle to depart from the departure point and arrive at the destination by taking a very long detour via a long, winding road, the processing time required for the route finding process and the actual travel time of vehicle 1 could be excessively long. Therefore, at least one of the processing time and the travel distance (i.e., the travel distance from the departure point to the destination) may be limited.For example, if the processing time when searching for a route other than the already specified route candidates exceeds a threshold, the route finding unit 23 can assess in step S7 that there is no route candidate that has not yet been specified. Similarly, if the information processing unit 2 attempts to find a route other than the already specified route candidates, and this results in finding only one solution that is equal to or greater than a travel distance threshold, the information processing unit 2 can assess in step S7 that there is no route candidate that has not yet been specified.

[0032] If there is a route candidate that has not yet been determined (Yes in step S7), the information processing unit 2 determines a next route candidate (step S8) and repeats the process from step S4. In step S8, the route finding unit 23 specifically searches for routes from the departure point to the destination other than the already determined route candidates and designates one of the routes obtained through the search as the route candidate.

[0033] If there is no route candidate that has not yet been specified (No in step S7), the information processing unit 2 calculates a stop index for each route candidate (step S9). Specifically, the route finding unit 23 calculates a stop index, which is an index relating to the stopping of vehicle 1 on the route candidate, using at least one of the stopping duration and the number of stops of vehicle 1 for each stored route candidate. The stop index is an index that indicates the degree to which vehicle 1 stopped on each route candidate.The number of stops is, but not limited to, the sum of a first number of times and a second number of times, where the first number of times is the number of stops made by vehicle 1 due to the color of a traffic light (first stops) and the second number of times is the number of stops made by vehicle 1 due to congestion (second stops). The route finding unit 23 can count the first number of times and the second number of times separately.

[0034] The stop index can be, for example, the number of stops (i.e., the number of stop points) of vehicle 1 on this route candidate, a maximum value of the stop durations at the respective stop points on this route candidate, the sum of stop durations on this route candidate, or a weighted sum of the first and second counts. Furthermore, the stop index can be an index calculated for a combination of stop duration and the number of stops, or it can be an index other than this. For example, the stop index can be the number of stop points where the stop duration is equal to or longer than a certain value; that is, the number of stops among the stop points on this route candidate where the stop duration is equal to or longer than a certain value.Furthermore, the value of C, where C is the stop index, can be calculated, for example, by the following formula (1), where A1 is the number of stops where the stop period is equal to or longer than a first period, A2 is the number of stops where the stop period is equal to or longer than a second period that is longer than the first period, A3 is the number of stops where the stop period is equal to or longer than a third period that is longer than the second period, and w1, w2 and w3 are weighting coefficients. C=w1⋅A1+w2⋅A2+w3⋅A3

[0035] For example, if the weighting coefficients w1, w2 and w3 are set so that they correspond to a relationship of w1 <w2<w3 entsprechen, ist der Wert von C bei einer längeren Stoppzeitdauer auch bei gleicher Anzahl von Stopps größer. Der Stoppindex ist nicht auf das oben beschriebene Beispiel beschränkt. Es ist zu beachten, dass der Stoppindex hier so definiert ist, dass ein niedrigerer Wert eine höhere Bewertungsnote ergibt, aber nicht darauf beschränkt ist. Der Stoppindex kann so definiert werden, dass ein höherer Wert eine höhere Bewertungsnote ergibt.

[0036] The stop index can also include the number of right and left turns. The presence of a right turn and / or a left turn is highly likely to cause the vehicle to stop. It is therefore preferable to choose a route that allows the vehicle to travel in a straight line as many times as possible. Accordingly, the stop index can be determined, for example, based on the number of right and left turns, by using a weighted sum of the number of stops and the number of right and left turns as the stop index, or by adding a term multiplying the number of right and left turns by a weighting coefficient to the formula (1) above.

[0037] Furthermore, an operation can be carried out in such a way that the number of stops of vehicle 1 is counted separately for stops in supposedly unsafe sections and for other stops, and a larger weighting coefficient is used for stops in supposedly unsafe sections than for other sections to calculate the stop index based on the number of stops and the stop duration. It should be noted that in this case, the map information includes information such as the number of crime incidents that have occurred in the past, which is used to identify a supposedly unsafe section.The stop index can, for example, be a weighted sum of the number of stops in supposedly unsafe sections and the number of stops in other sections, or the stop index can be a weighted sum of a maximum value of the stop periods in the supposedly unsafe sections and a maximum value of the stop periods in the other sections. The stop index can also be a weighted sum of the number of stops in supposedly unsafe sections, the number of stops in other sections, a maximum value of the stop periods in the supposedly unsafe sections, and a maximum value of the stop periods in other sections.

[0038] Furthermore, vehicle 1 can stop at an intersection with traffic lights due to a traffic signal, and accordingly, the number of intersections, each with traffic lights, can also be taken into account in the stop index. That is, the stop index can also be determined based on the number of intersections, each with traffic lights.

[0039] Subsequently, the information processing unit 2 determines a route candidate to be selected as the route based on the stop index (step S10) and terminates the process. In step S10, the route finding unit 23 specifically determines a route candidate to be selected as the route by using the stop index of each route candidate calculated in step S9. For example, the route finding unit 23 determines the route with the smallest stop index as the route to be selected. Alternatively, the route finding unit 23 can determine the route candidate to be selected from among the route candidates whose stop indices are equal to or less than a threshold value according to a selection criterion other than the stop index. The selection criterion, which differs from the stop index, can be a travel distance, a time required, or another criterion.It should be noted that if the stop index has been defined such that a larger value results in a higher rating, the route finding unit 23, for example, will determine a route candidate with the maximum stop index as the route to be selected.

[0040] As described above, the route finding unit 23 can, for example, calculate a first number of stops, which is the number of first stops, and a second number of stops, which is the number of second stops, on the route candidates based on the congestion information and the signal information, and determine the route to be traveled by vehicle 1 from the route candidates using the first number of stops and the second number of stops. For example, the route finding unit 23 can determine a route candidate with the smallest sum of the first number of stops and the second number of stops as the route to be traveled by vehicle 1.Furthermore, based on the congestion information and the signal information, the route finding unit 23 can calculate a stop duration on the route candidates at each point where either the first or the second stop will occur, and determine the route to be traveled by vehicle 1 from the route candidates using the calculated stop durations. For example, the route finding unit 23 can determine a route candidate with the smallest maximum stop duration as the route to be traveled by vehicle 1.

[0041] In the example described above, route candidates are defined in the route finding process, the stop index of each route candidate is calculated, and the route candidate to be selected is then determined based on the calculated stop indices. However, the present invention is not limited to this, and the stop index can be considered in the route finding process. Alternatively, a condition for reducing the stop duration can also be considered in the route finding process. For example, in a Dijkstra algorithm or a Bellman-Ford algorithm, the costs can be set such that they result in higher costs at an edge where a stop occurs, or higher costs at an edge that requires a longer stop duration.Furthermore, the costs can be set so that they result in higher costs at an edge that includes an intersection with traffic lights, or at an edge where right and left turns occur. If a condition for reducing the stop index or stop duration is considered in the route finding process, this route finding process is used instead of the one in . Fig. Step S3 shown in the diagram is performed, and steps S4 to S10 do not need to be performed.

[0042] The route determination process described above is an example. It is sufficient that the route determination unit 23 calculates at least one of the number of stops and the stop duration of vehicle 1 on each of the route candidates, based on, for example, signal information and congestion information, and determines the route based on the calculated value. The specific process of the route determination procedure is not limited to the example described above.

[0043] Furthermore, in the example described above, the in Fig. The process shown in Figure 2 is carried out regardless of the user's age, but the present invention is not limited to this. The route finding unit 23 can determine, depending on the user's age, whether the route should follow the process shown in Figure 2. Fig. The process shown in 2 or can be determined using a conventional method. For example, the path finding unit 23 can determine the path using the method shown in Fig. The process shown in section 2, as an example, determines the route when the user's age is below a threshold, and determines the route using a standard method when the user's age is equal to or higher than the threshold. Information representing the user's age can be input via the receiving unit 22 or estimated by the route-finding unit 23. This information can be the user's age itself or information indicating whether the user is a child or an adult. Furthermore, for example, a video of the user can be recorded by a camera (not shown) in vehicle 1, and the route-finding unit 23 can analyze the recorded video and estimate the user's age.

[0044] Fig. Figure 3 is a representation that illustrates an example of a route determined by a route determination method of the present embodiment. Here, it is assumed that the number of stops is used as an example of a route index. In the Fig. In the example shown, it is assumed that traffic lights 51-1 to 51-7 are present near the departure point and the destination, and that there is a traffic jam at two congestion points, 54-1 and 54-2. It is assumed that the vehicle departs from the departure point at a departure time T0, and that the estimated arrival time at traffic light 51-2 is T1 if the vehicle travels at a standard speed. It is assumed that traffic light 51-2 is green at T1. Similarly, it is assumed that, due to the green color at traffic light 51-2 at T1, all situations are possible in which the vehicle 1 proceeds straight ahead, turns right, or turns left at the intersection with traffic light 51-2. In the example shown, Fig. In the example shown, the congestion at congestion point 54-1 occurs after the vehicle has passed traffic signal 51-2 straight ahead. If vehicle 1 turns right at traffic signal 51-2, traffic signal 51-1 will be green at the expected arrival time T2 of vehicle 1 at traffic signal 51-1. If vehicle 1 turns left at traffic signal 51-2, traffic signal 51-3 will be green at the expected arrival time T3 of vehicle 1 at traffic signal 51-1. In this case, if vehicle 1 turns right at traffic signal 51-2, it will stop at traffic signal 51-1.

[0045] Since traffic signal 51-3 will be green at the expected arrival time T3, vehicle 1 does not need to stop. Therefore, the straight-ahead route via traffic signal 51-2 and the right-turn route at traffic signal 51-2 each have a larger route index than the left-turn route at traffic signal 51-2. It is also assumed that traffic signals 51-4, 51-5, and 51-6 will be green at the expected arrival times of vehicle 1 at their respective traffic signals, and that traffic signal 51-7 will be red at the expected arrival time of vehicle 1 at traffic signal 51-7.On the right-turn lane at traffic signal 51-3, there is a congestion at congestion point 54-2, and on the right-turn lane at the intersection between traffic signal 51-4 and traffic signal 51-5, traffic signal 51-7 is illuminated red, causing vehicle 1 to stop. Furthermore, the right-turn lane at traffic signal 51-4 is equipped with a stop sign 53 at an intersection 52 that does not have traffic signals, resulting in a temporary stop. Therefore, if a temporary stop is also considered a stop, a stop also occurs on the right-turn lane at traffic signal 51-4. Considering this, in the [document / section]... Fig. In the example shown in Figure 3, a distance 60, indicated, for example, by the single-point catenary, is determined as the distance traveled by vehicle 1. It should be noted that if a stop due to a temporary stop is not considered a stop, the distance traveled to turn right at traffic signal 51-4 can also be determined as the distance traveled by vehicle 1. Fig. Figure 3 illustrates a concept of the distance determination method, and the situation of each distance and the result of the distance determination are not limited to the one in Fig. The 3 examples shown are limited.

[0046] Although Fig. Figure 1 shows an example in which the vehicle 1 performs the route determination process of the present embodiment; the route determination process can also be performed by a device other than the vehicle. Fig. Figure 4 is a representation that illustrates an example of a route determination system of the present embodiment. The route determination system of the present embodiment comprises a vehicle 1a and an information processing unit 7, and the route determination process is performed by the information processing unit 7. Components that perform similar functions to those in the Fig. The examples shown in point 1 are marked with the same reference numbers, and a duplicate description is omitted.

[0047] The in Fig. The information processing unit 7 shown in section 4 contains, in addition to the components of the unit shown in section 7, the following: Fig. 1. Information processing unit shown; 2. A transmission unit; 25. The in Fig. 4. Vehicle 1a shown does not include the information processing unit 2, which consists of the in Fig. The vehicle 1 shown in Figure 1 has been removed, and additionally comprises a transmit / receive unit 8 and a map information storage unit 9. In the section shown in Figure 1, the vehicle 1 has been removed, and additionally comprises a transmit / receive unit 8 and a map information storage unit 9. Fig. In the route determination system shown in Figure 4, the self-locating unit 5 outputs location information, representing the vehicle's own location, to the vehicle control unit 3 and the transceiver unit 8. The transceiver unit 8 transmits the location information to the information processing unit 7. It should be noted that if the location information is not used in the route determination unit 23, it does not need to be output by the self-locating unit 5 to the transceiver unit 8.

[0048] The route finding unit 23 in the Fig. The information processing unit 7 shown in section 4 performs a route determination process similar to the route finding unit 23 of the [document / model]. Fig. The information processing unit 2, as depicted in section 1, processes the data and outputs route information representing the specific route to the route transmission unit 25. The route transmission unit 25 then transmits the route information to the vehicle 1a.

[0049] The transmitter / receiver unit 8 of vehicle 1a receives the route information from the information processing unit 7 and outputs the received route information to the drive control unit 3. The drive control unit 3 controls the drive mechanism 4 based on the route represented in the route information received by the transmitter / receiver unit 8 in order to control the vehicle 1a. Similar to the Fig. The drive control unit 3, as shown, controls, for example, the drive mechanism 4 based on information acquired from a sensor (not shown), location information, and map information stored in the map information storage unit 9. The map information stored in the information storage unit 24 of the information processing unit 7 may be the same as or different from the map information stored in the map information storage unit 9.

[0050] It should be noted that the division of functions between the vehicle and the information processing unit does not apply to the [unclear text]. Fig. The example shown in section 4 is limited. In the example shown in Fig. In the example shown in Figure 4, the receiving unit 22 is depicted as being housed in the information processing device 7, but the receiving unit 22 could also be housed in the vehicle 1a. In this case, the destination received by the receiving unit 22 is transmitted by the transmitting / receiving unit 8 to the information processing device 7. The destination is received by a receiving unit (not shown) in the information processing device 7 and output by the receiving unit to the route finding unit 23. Similarly, if the receiving unit 22 receives an input of the departure point, the departure point is transmitted to the information processing device 7.

[0051] Although the in the Fig. 1 and Fig. Assuming that vehicles 1 and 1a are self-driving vehicles, as illustrated in the 4 examples, the present embodiment can also be applied to a manually driven vehicle. Fig. Figure 5 is a representation illustrating an exemplary configuration of a manually propelled vehicle of the present embodiment. The in Fig. Vehicle 1b, as depicted in Figure 5, is a vehicle driven by a driver. The vehicle shown in Figure 5 is a vehicle driven by a driver. Fig. Vehicle 1a shown in Figure 5 does not include the vehicle control unit 3, which was removed from vehicle 1, and instead of the information processing unit 2, it additionally includes an information processing unit 2b. Components that perform similar functions to those in the Fig. The examples shown in point 1 are marked with the same reference numbers, and a duplicate description is omitted.

[0052] The information processing unit 2b is similar to the one in Fig. 1 information processing unit 2 shown, with the exception that the one in Fig. The information processing unit 2 shown in Figure 1 is supplemented by a route display unit 26. The route finding unit 23 of the information processing unit 2b performs a route determination process similar to that shown in Figure 1. Fig. The route finding unit 23 of the information processing unit 2, as depicted in section 1, passes through the route information representing the specific route to the route display unit 26. The route display unit 26 displays the route represented by the route information. The route display unit 26 can display the route on a map. In this case, this process can be carried out in such a way that the route finding unit 23 reads the map information from the information storage unit 24 and passes the map information to the route display unit 26, or that the route display unit 26 reads the map information from the information storage unit 24 and displays the map information in the form of a map.

[0053] It should be noted that the information processing unit 7 also performs the route determination process similarly to that in a case where a manually propelled vehicle is used. Fig. as shown in example 4. In this case, the vehicle contains the route display unit 26 instead of the driving control unit 3 of the one shown in Fig. 4 of the vehicle 1a shown; the route information, which represents the route determined by the information processing unit 7, is received by the transmit / receive unit 8, and the route represented by the route information is displayed by the route display unit 26.

[0054] The following describes a hardware configuration of the information processing units 2 and 2b and the information processing device 7 of the present embodiment. The information processing units 2 and 2b and the information processing device 7 of the present embodiment are each implemented in such a way that a program, which is a computer program describing the processing to be carried out in a corresponding information processing unit 2 and 2b, is executed on a computer system, causing the computer system to function as each of the information processing units 2 and 2b and the information processing device 7. Fig. Figure 6 is a representation that depicts an exemplary configuration of a computer system implementing the information processing units 2 and 2b and the information processing device 7 of the present embodiment. As shown in Fig. As shown in Figure 6, the computer system comprises a control unit 101, an input unit 102, a storage unit 103, a display unit 104, a communication unit 105 and an output unit 106, which are connected to each other via a system bus 107.

[0055] In Fig. 6. The control unit 101, for example, is a processor such as a central processing unit (CPU) and executes a program that describes the processing to be carried out in a corresponding information processing unit 2 and 2b of the present embodiment. The input unit 102 comprises, for example, a keyboard, a key, a mouse, and the like, and is used by a user of the computer system to input various pieces of information. The storage unit 103 comprises a variety of memory locations, such as random-access memory (RAM) and read-only memory (ROM), as well as a storage device, such as a hard disk, and stores a program to be executed by the control unit 101, necessary data obtained during a processing operation, and the like. The storage unit 103 is also used as a temporary storage area for programs.The control unit 101 and the storage unit 103 together form, for example, a processing circuit. The processing circuit can consist of one or a multitude of circuits. The display unit 104 comprises a display, a liquid crystal display (LCD), or the like, and shows the user of the computer system a multitude of screens. It should be noted that a touch panel can also be used, in which the input unit 102 and the display unit 104 are integrated. The communication unit 105 is a receiver and a transmitter that perform communication processing. The output device 106 is a loudspeaker or the like. It should be noted that... Fig. 6 is an example and the configuration of the computer system does not depend on the example of Fig. 6 is limited. For example, output unit 106 cannot be provided.

[0056] An example of the operation of the computer system until the program of the present embodiment becomes executable will now be described. In the computer system with the configuration described above, a program is installed in the storage unit 103, for example, from a compact disc (CD)-ROM or a digital versatile disc (DVD)-ROM inserted into a CD-ROM drive or a DVD-ROM drive (not shown). The program read from the storage unit 103 is then stored in a main memory area of ​​the storage unit 103 after the program has been executed. In this situation, the control unit 101 performs processing in order to operate as the information processing units 2 and 2b and the information processing device 7 of the present embodiment according to the program stored in the storage unit 103.

[0057] It should be noted that, although the above description describes the provision of a program that outlines the processing to be carried out in Information Processing Units 2 and 2b using a CD-ROM or DVD-ROM as the recording medium, the procedure for providing the program is not limited to this. For example, a program can be used that is provided via a transmission medium such as the Internet through Communication Unit 105, depending on factors such as the configuration of the computer system and / or the capacity of the program to be provided.

[0058] The program of the present embodiment causes, for example, a computer system that determines a route for vehicle 1 to perform: a step of performing an evaluation process of assessing whether at least one of a first stop or a second stop will occur on each of route candidates, based on signal information and congestion information, wherein the first stop is a stop of vehicle 1 due to a light color of a traffic signal, wherein the second stop is a stop of vehicle 1 due to a traffic congestion, and the route candidates are candidates for a route from a boarding point to a destination of a user-passenger of vehicle 1; and a step of determining a route to be traveled by vehicle 1 from route candidates using an evaluation result obtained by the evaluation process.

[0059] The in the Fig. 1, Fig. 4 and Fig. The pathfinding unit 23 shown in section 5 is executed by performing a process in the Fig. 6 depicted storage unit 103 stored program by the in Fig. Control unit 101, shown in section 6, is implemented. The control unit shown in the Fig. 1, Fig. 4 and Fig. The route finding unit 23 shown in Figure 5 is also implemented using the storage unit 103. The [unit] shown in Figure 5 is also implemented using the storage unit 103. Fig. The information acquisition unit 21 shown in the diagram is in the Fig. The communication unit 105 shown in Figure 6 is implemented. The information storage unit 24 is part of the storage unit 103. The receiving unit 22 is implemented in at least one of the input unit 102 and communication unit 105. The in Fig. The distance display unit 26 shown in section 5 is located in the... Fig. The display unit 104 shown in Figure 6 is implemented. The control unit 101 can be used to control the receiving unit 22, the route display unit 26, and the information acquisition unit 21. The information processing units 2 and 2b and the information processing device 7 can be implemented in a variety of computer systems. Furthermore, the information processing device 7 can, for example, be implemented in a cloud computer system.

[0060] The in Fig. 1 shown drive control unit 3 and the one in Fig. The vehicle control unit 3 and the map information storage unit 9 shown in section 4 are each also implemented in a computer system. The in Fig. 1 shown drive control unit 3 and the one in Fig. The vehicle control unit 3 and the map information storage unit 9 shown in section 4 are, for example, implemented in a processing circuit that handles the data in Fig. The control unit 101 and the storage unit 103 shown in section 7 serve as an example. Furthermore, the following can be found in Fig. The vehicle control unit 3 and the information processing unit 2 shown in section 1 are implemented in a single computer system. If the [unclear text] in the Fig. 1, Fig. 4 and Fig. The self-locating unit 5, which acquires location information through GNSS positioning, includes a GNSS antenna and calculates the location information using the control circuit described above, using a signal received from the GNSS antenna.

[0061] As described above, in the present embodiment, the information processing units 2 and 2b and the information processing device 7 determine the route of the vehicle 1 to ensure that the vehicle 1 arrives at its destination with a minimal number of stops. This can reduce the possibility of the user-passenger of the vehicle 1 becoming involved in a criminal situation when the vehicle 1 stops. Particularly in the case where the vehicle 1 is a self-driving vehicle and the user-passenger of the vehicle 1 is a child, it is important to take measures to prevent criminal situations for the child. The route determination method of the present embodiment can reduce the possibility of the child becoming involved in a criminal situation. Second embodiment.

[0062] Fig. Figure 7 is a flowchart that illustrates an example of a route determination process in the information processing unit 2 of a second embodiment. The vehicle 1 of the present embodiment has a similar configuration to that of the first embodiment. Components with functions similar to those in the first embodiment are designated with the same reference numerals as those in the first embodiment, and repeated descriptions are omitted. Although the following description is an example of the operation of the present embodiment in the vehicle 1 with the configuration shown in Figure 7, the following applies: Fig. The exemplary configuration shown in 1 of the first embodiment provides the functionality of the present embodiment in a similar way to the configuration shown in 1. Fig. 4 and Fig. 5 of the first embodiment are applied to the exemplary configurations shown.

[0063] The in Fig. The 7 steps S1 to S3 shown are those of the one in Fig. The first embodiment is similar to the example shown in step 2. After step S3, the information processing unit 2 assesses whether the vehicle 1 will arrive at or before a set time (step S11). Specifically, the route finding unit 23 assesses whether the vehicle 1, which will travel along a currently defined route candidate, will arrive at the destination at or before a set time. The set time is a maximum acceptable deviation from the destination arrival time and is, for example, but not limited to, the time (first set time) after a predetermined time has elapsed since the destination arrival time; that is, a time resulting from adding the predetermined time to the destination arrival time. At least one of the destination arrival times and the set time can be user-specified.For example, at least one of the destination arrival time and the setting time can be configured in such a way that the receiving unit 22 receives an input from the user. Alternatively, the destination arrival time can be determined based on a linear distance between the departure point and the destination.

[0064] If vehicle 1 arrives at or before the set time (Yes in step S11), step S4 and the subsequent steps are performed. If vehicle 1 does not arrive at or before the set time (No in step S11), step S8 and the subsequent steps are performed. Steps S4 to S10 are similar to those in Fig. 2. Example of the first embodiment shown.

[0065] In the first embodiment, the route of vehicle 1 is determined such that it arrives at the destination with a minimal number of stops. However, this can lead to the selection of a route that takes longer to reach the destination. In the present embodiment, the information processing unit 2 excludes from the list of route candidates a route candidate that would cause vehicle 1 to arrive at the destination after the set time. That is, the information processing unit 2 determines the route such that vehicle 1 arrives at the destination at or before the set time. Thus, the route can be determined such that vehicle 1 arrives at the destination at or before the set time.Furthermore, setting the arrival time based on the user-specified destination arrival time ensures that the arrival time of vehicle 1 at the destination is close to the destination arrival time desired by the user.

[0066] Alternatively, a time (second setting time) that is a predetermined time before the destination arrival time, i.e., a time calculated by subtracting the predetermined time from the destination arrival time, can be set as the setting time. In this case, in step S11, the information processing unit 2 assesses whether the vehicle will arrive at or after the second setting time. That is, the information processing unit 2 determines the distance that vehicle 1 must travel to ensure that it arrives at the destination at or before the second setting time. This prevents the user / passenger of vehicle 1 from arriving too early and reduces the risk of the user being involved in a potentially dangerous situation while waiting.Furthermore, the setting time can be arranged such that a first setting time, which is a predetermined time before the destination arrival time, and a second setting time, which is a predetermined time after the destination arrival time, are set, and that in step S11 an assessment is made as to whether vehicle 1 arrives at a time after the first setting time and before the second setting time.

[0067] It should be noted that the in Fig. The processing method described in Figure 7 is an example, and the processing method is not limited to it. A condition that vehicle 1 arrives at or before the set time can be taken into account in the route finding process. For example, finding a route in the route finding process can be made considerably more difficult by setting the cost of arriving after the set time to a very high value. That is, it is sufficient for the route finding unit 23 to determine the route such that vehicle 1 is caused to arrive at or before the set time with a minimal number of stops to reach the destination. There is no restriction for this specific process. The part of the operation of the present embodiment that is not the part described above is similar to that of the first embodiment. Third embodiment.

[0068] Fig. Figure 8 is a flowchart that illustrates an example of a route determination process in the information processing unit 2 of a third embodiment. The vehicle 1 of the present embodiment has a similar configuration to that of the first embodiment. Components with functions similar to those in the first embodiment are designated with the same reference numerals as those in the first embodiment, and repeated descriptions are omitted. Although the following description is an example of the operation of the present embodiment in the vehicle 1 with the configuration shown in Figure 8, the following applies: Fig. The exemplary configuration shown in 1 of the first embodiment provides the functionality of the present embodiment in a similar way to the configuration shown in 1. Fig. 4 and Fig. 5 of the first embodiment are applied to the exemplary configurations shown.

[0069] The in Fig. The 8 steps S1 to S3 shown are those of the one in Fig. The first embodiment is similar to the example shown in step 2. After step S3, the information processing unit 2 assesses whether there is a section of poor driving condition (step S12). Specifically, the route finding unit 23 uses the map information stored in the information storage unit 24 to assess whether there is a section of poor driving condition on the currently defined route candidate. The section of poor driving condition is, for example, but not limited to, at least one of the following: a section that is presumably prone to motion sickness or nausea while driving, a section that is presumably unsafe, and a dark section.

[0070] A section that is presumed to easily cause car sickness is at least one of several sections, including a section with many curves, a section with a sharp curve (a curve with little curvature), a section with a steep gradient, and a section with significant road irregularities. In the present embodiment, information representing these features is included in the map information, and the route finding unit 23 can assess a section in which each piece of information representing these features exceeds a threshold as a section that is presumed to easily cause car sickness.The section that is supposedly unsafe is at least one of several sections, including one that has previously shown a high crime rate and one that is identified in the security map as requiring special attention. In the present embodiment, it is assumed that the crime situation, various types of information in the security map, and the like are also contained in the map information. The route finding unit 23 uses the map information to assess whether the currently determined route candidate is a supposedly unsafe section. Similarly, it is assumed that the map information also contains information about the ambient brightness, and the route finding unit 23 uses this information to assess whether the section is a dark section.

[0071] If there is no section of poor driving conditions (No in step S12), step S4 and the subsequent steps are carried out. If there is a section of poor driving conditions (Yes in step S12), step S8 and the subsequent steps are carried out. Steps S4 to S10 are similar to those in Fig. 2. Example of the first embodiment shown. As described in the first embodiment, the route finding unit 23 can determine, based on the user's age, whether the Fig. The process shown in section 8, or the usual process, is to be carried out.

[0072] In the present embodiment, the route is determined in such a way as to avoid a section with poor driving conditions. For example, the route-finding unit 23 determines a route to be traveled by the vehicle 1 based on at least one of the curvature of a road curve, the number of curves in a certain range, or the road gradient. In this way, a section that is likely to cause car sickness can be avoided, so that the user in the vehicle 1 is less likely to experience car sickness and has a more comfortable ride than if the route were determined without considering a section that is likely to cause car sickness. In particular, if the user-passenger of the vehicle 1 is a child, the child may easily experience car sickness.Determining the route to avoid the section that is thought to easily cause car sickness can reduce or prevent car sickness in children.

[0073] Furthermore, reducing or preventing car sickness in children can also be achieved through the vehicle's driving controls. For example, the driving control unit 3 can implement driving controls to avoid abrupt acceleration / deceleration, impose speed limits, and prevent abrupt steering inputs. Specifically, driving controls can be implemented with a limit imposed to restrict at least one of the absolute values ​​of acceleration, speed, or the amount of change in steering input to a threshold or less. Additionally, the determination of whether to impose a driving control limit can also be based on the user's age.

[0074] Furthermore, the route determination unit 23 can determine the route to be traveled by vehicle 1 based on the crime situation. Avoiding a section, such as a supposedly unsafe section, can further reduce the possibility of the user becoming involved in a criminal situation compared to the first embodiment.

[0075] It should be noted that the in Fig. The processing flow shown in Figure 8 is an example, and the processing flow is not limited to it. A condition for avoiding a section of poor driving conditions can be considered during the route finding process. For example, the discoverability of a route in the route finding process can be made significantly more difficult by setting the cost of a section of poor driving conditions to a very high value. That is, it is sufficient for the route finding unit 23 to determine the route in such a way that a section of poor driving conditions is avoided and the vehicle 1 is caused to arrive at the destination with a minimal number of stops. There is no restriction for this specific process. The part of the operation of the present embodiment that is not the part described above is similar to that of the first embodiment.

[0076] Furthermore, the second embodiment and the present embodiment can also be combined. For example, step S12 after the one in Fig. Step S11, as shown in section 7, will be added.

[0077] The configurations described in the above embodiments each represent an example of the aspects, can be combined with other known techniques or methods, and can be combined with one another. Some of the configurations can be omitted or modified without deviating from the core concept. Reference symbol list

[0078] 1, 1a, 1b Vehicle; 2, 2b Information processing unit; 3 Vehicle control unit; 4 Driving mechanism; 5 Self-locating unit; 6 Information provision unit; 7 Information processing unit; 8 Transmit / receive unit; 9 Map information storage unit; 21 Information acquisition unit; 22 Receiving unit; 23 Route finding unit; 24 Information storage unit; 25 Route transmission unit; 26 Route display unit. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 5872229

[0003]

Claims

[1] Information processing facility, comprising: A route finding unit for performing an evaluation process of assessing whether at least one of a first stop or a second stop will occur on each of route candidates, based on signal information and traffic congestion information, and for determining a route to be traveled by a vehicle from the route candidates using an evaluation result obtained through the evaluation process, wherein the signal information represents a light color change time of a traffic signal system, wherein the traffic congestion information represents a situation of the occurrence of a traffic congestion, wherein the first stop is a stop of the vehicle due to a light color of the traffic signal system, wherein the second stop is a stop of the vehicle due to a traffic congestion, and the route candidates are candidates for a route from a boarding point to a destination of a user-passenger of the vehicle. [2] Information processing device according to claim 1, wherein the route finding unit calculates a first number of stops and a second number of stops on each of the route candidates based on the traffic congestion information and the signal information, and determines the route to be traveled by the vehicle from the route candidates using the first number of stops and the second number of stops, wherein the first number of stops is a number of the first stops, and wherein the second number of stops is a number of the second stops. [3] Information processing device according to claim 2, wherein one of the route candidates is determined by a smallest sum of the first number of stops and the second number of stops as the route to be traveled by the vehicle. [4] Information processing device according to any one of claims 1 to 3, wherein the route finding unit calculates a stop duration at each point where one of the first stops or the second stop will take place on each of the route candidates based on the traffic congestion information and the signal information, and determines the route to be traveled by the vehicle from the route candidates using the calculated stop durations. [5] Information processing device according to claim 4, wherein one of the route candidates is determined with a smallest maximum value of the stop time durations on the route candidate as the route to be traveled by the vehicle. [6] Information processing device according to any one of claims 1 to 5, wherein the distance to be traveled by the vehicle is determined using a setting time, wherein the setting time is an earliest acceptable arrival time of the vehicle at the destination or a latest acceptable arrival time of the vehicle at the destination. [7] Information processing device according to claim 6, wherein The setting time is an initial setting time, which is a predetermined time after a target arrival time specified by the user, and The distance to be covered by the vehicle is determined in such a way that the vehicle is induced to arrive at the destination at or before the first setting time. [8] Information processing device according to claim 6 or 7, wherein The setting time is a second setting time, which is a predetermined time before a target arrival time specified by the user, and The distance to be covered by the vehicle is determined in such a way that the vehicle is caused to arrive at the destination at or after the second setting time. [9] Information processing device according to any one of claims 1 to 8, wherein the route finding unit further determines the route to be travelled by the vehicle on the basis of at least one of a curvature of a road curve, a number of curves in a certain range or a road gradient. [10] Information processing device according to any one of claims 1 to 9, wherein the route finding unit further determines the route to be travelled by the vehicle on the basis of a crime occurrence situation. [11] Information processing facility, comprising: a route finding unit to calculate stop information based on signal information and traffic congestion information, and to calculate a route to be traveled by a vehicle using the calculated stop information, wherein the stop information is at least one of a stop duration and a number of stops on a route candidate from a boarding point to a destination of a user-passenger of the vehicle, wherein the signal information represents a light colour change time of a traffic signal system, and the traffic congestion information represents a situation of the occurrence of traffic congestion. [12] Vehicle capable of transporting a user, the vehicle comprising: A route finding unit for performing an evaluation process of assessing whether at least one of a first stop or a second stop will occur on each of route candidates, based on signal information and traffic congestion information, and for determining a route to be traveled by a vehicle from the route candidates using an evaluation result obtained through the evaluation process, wherein the signal information represents a light color change time of a traffic signal system, wherein the traffic congestion information represents a situation of the occurrence of a traffic congestion, wherein the first stop is a stop of the vehicle due to a light color of the traffic signal system, wherein the second stop is a stop of the vehicle due to a traffic congestion, and the route candidates are candidates for a route from a boarding point to a destination of a user-passenger of the vehicle. [13] Vehicle according to claim 12, comprising: a driving control unit to perform driving control by automatically driving the vehicle based on the route determined by the route finding unit. [14] Route determination method for use in an information processing device that determines a vehicle's route, the route determination method comprising: a step of carrying out an assessment process of evaluating whether at least one of a first stop or a second stop will occur on each of route candidates, based on signal information and traffic congestion information, wherein the signal information represents a light color change time of a traffic signal, wherein the traffic congestion information represents a situation of the occurrence of a traffic congestion, wherein the first stop is a stop of the vehicle due to a light color of the traffic signal, wherein the second stop is a stop of the vehicle due to a traffic congestion, and the route candidates are candidates for a route from a boarding point to a destination of a user-passenger of the vehicle; and a step of determining a route to be traveled by a vehicle from route candidates using an assessment result obtained through the assessment process. [15] Program that causes a computer system determining a vehicle's route to execute: a step of carrying out an assessment process of evaluating whether at least one of a first stop or a second stop will occur on each of route candidates, based on signal information and traffic congestion information, wherein the signal information represents a light color change time of a traffic signal, wherein the traffic congestion information represents a situation of the occurrence of a traffic congestion, wherein the first stop is a stop of the vehicle due to a light color of the traffic signal, wherein the second stop is a stop of the vehicle due to a traffic congestion, and the route candidates are candidates for a route from a boarding point to a destination of a user-passenger of the vehicle; and and a step of determining a route to be traveled by a vehicle from route candidates using an assessment result obtained through the assessment process.

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