JP2019159772A - Vehicle system - Google Patents

Abstract

To provide a vehicle system capable of improving the accuracy of recognizing the surrounding environment of a vehicle.SOLUTION: A vehicle system includes: a camera 43a configured to acquire image data indicating the surrounding environment of a vehicle at a first rate; a camera control part 420a configured to control the operation of the camera 43a; a lighting unit 42a configured to emit light toward the outside of the vehicle; a lighting control part 410a configured to control lighting of the lighting unit 42a at a second rate; a wireless communication part configured to receive a standard time signal indicating the standard time; and an internal time adjustment part configured to adjust the internal time so that the internal time of the vehicle matches the standard time based on the standard time signal. The lighting timing of the lighting unit 42a matches the lighting timing of the second lighting unit provided in a second vehicle outside the vehicle. The camera control part 420a determines the acquisition timing of each frame of the image data based on information related to the lighting timing of the lighting unit 42a.SELECTED DRAWING: Figure 3

Description

  The present disclosure relates to a vehicle system. In particular, the present disclosure relates to a vehicle system provided in a vehicle that can travel in an automatic driving mode.

  Currently, there is a lot of research on autonomous driving technology in various countries, and legislation to enable vehicles (hereinafter referred to as “vehicles” to refer to automobiles) on public roads in autonomous driving mode. Are being studied in various countries. Here, in the automatic operation mode, the vehicle system automatically controls the traveling of the vehicle. Specifically, in the automatic driving mode, the vehicle system performs steering control based on information (surrounding environment information) indicating the surrounding environment of the vehicle obtained from a sensor such as a camera or a radar (for example, a laser radar or a millimeter wave radar). At least one of (control of the traveling direction of the vehicle), brake control and accelerator control (vehicle braking, acceleration / deceleration control) is automatically performed. On the other hand, in the manual driving mode described below, the driver controls the traveling of the vehicle, as is the case with many conventional vehicles. Specifically, in the manual operation mode, vehicle travel is controlled in accordance with driver operations (steering operation, brake operation, accelerator operation), and the vehicle system does not automatically perform steering control, brake control, and accelerator control. The vehicle driving mode is not a concept that exists only in some vehicles, but a concept that exists in all vehicles including conventional vehicles that do not have an automatic driving function. It is classified according to the method.

  Thus, in the future, on the public road, a vehicle running in the automatic driving mode (hereinafter referred to as “automatic driving vehicle” as appropriate) and a vehicle running in the manual driving mode (hereinafter referred to as “manual driving vehicle” as appropriate). Is expected to be mixed.

  As an example of the automatic driving technique, Patent Literature 1 discloses an automatic following traveling system in which a following vehicle automatically follows a preceding vehicle. In the automatic following traveling system, each of the preceding vehicle and the following vehicle has an illumination system, and character information for preventing another vehicle from interrupting between the preceding vehicle and the following vehicle is included in the lighting system of the preceding vehicle. In addition to being displayed, character information indicating that the vehicle is following the vehicle automatically is displayed on the lighting system of the following vehicle.

Japanese Patent Laid-Open No. 9-277887

  By the way, in the development of automatic driving technology, it has been a challenge to dramatically improve the recognition accuracy of the surrounding environment of the vehicle. In this respect, since the surrounding environment information indicating the surrounding environment of the vehicle is generated based on the image data acquired by the camera mounted on the vehicle, the reliability of the image data is largely the reliability of the surrounding environment information. Influence. On the other hand, when the vehicle is traveling at night, glare light such as a high beam emitted from the lighting unit of the oncoming vehicle may adversely affect the reliability of the image data. More specifically, since the image data is halated by the light emitted from the lighting unit of the oncoming vehicle, the vehicle may not be able to accurately specify the surrounding environment information (particularly, the presence of other vehicles). is there.

  An object of the present disclosure is to provide a vehicle system capable of improving the recognition accuracy of the surrounding environment of the vehicle.

A vehicle system according to an aspect of the present disclosure is provided in a vehicle that can travel in an automatic driving mode.
The vehicle system
A camera configured to acquire image data indicating the surrounding environment of the vehicle at a first rate;
A camera controller configured to control the operation of the camera;
A lighting unit configured to emit light toward the outside of the vehicle;
An illumination controller configured to control lighting of the illumination unit at a second rate;
A wireless communication unit configured to receive a standard time signal indicating the standard time;
Based on the standard time signal, an internal time adjustment unit configured to adjust the internal time so that the internal time of the vehicle matches the standard time;
Is provided.
The lighting timing of the lighting unit and the lighting timing of the second lighting unit provided in the second vehicle existing outside the vehicle coincide with each other.
The camera control unit determines acquisition timing of each frame of the image data based on information related to lighting timing of the lighting unit.

  According to the above configuration, the lighting timing of the lighting unit and the lighting timing of the second lighting unit coincide with each other, and the acquisition timing of each frame of the image data is determined based on information related to the lighting timing of the lighting unit. . Thus, since the acquisition timing of each frame is determined based on the lighting timing of the second lighting unit, it is preferable to prevent halation from occurring in each frame of the image data due to the light emitted from the second lighting unit. It becomes possible to do. Thus, the vehicle system which can improve the recognition accuracy of the surrounding environment of a vehicle can be provided.

A vehicle system according to another aspect of the present disclosure is provided in a vehicle that can travel in an automatic operation mode.
The vehicle system
A first camera configured to obtain first image data indicating a surrounding environment of the vehicle at a first rate;
A second camera configured to acquire second image data indicating a surrounding environment of the vehicle at a second rate higher than the first rate;
A camera control unit configured to control operations of the first camera and the second camera;
Is provided.
The camera control unit
Based on the second image data, identifying lighting timing information related to the lighting timing of the second lighting unit provided in the second vehicle existing outside the vehicle,
The acquisition timing of each frame of the first image data is determined based on the specified lighting timing information.

  According to the present disclosure, it is possible to provide a vehicle system capable of improving the recognition accuracy of the surrounding environment of the vehicle.

It is a schematic diagram which shows the top view of a vehicle provided with a vehicle system. It is a block diagram which shows a vehicle system. It is a figure which shows the functional block of the control part of the left front illumination system in 1st Embodiment. It is a figure which shows two vehicles 1A and 1B which mutually oppose. It is a flowchart for demonstrating the process which determines the acquisition timing of each flame | frame of the image data which concerns on 1st Embodiment. (A) is a figure (the 1) in order to demonstrate the relationship between the lighting timing of the illumination unit in vehicle 1A, and the acquisition timing of each flame | frame of image data. (B) is a figure (the 1) for demonstrating the relationship between the lighting timing of the lighting unit in vehicle 1B, and the acquisition timing of each flame | frame of image data. (A) is a figure (the 2) in order to demonstrate the relationship between the lighting timing of the lighting unit in vehicle 1A, and the acquisition timing of each flame | frame of image data. (B) is the figure (the 2) for demonstrating the relationship between the lighting timing of the illumination unit in the vehicle 1B, and the acquisition timing of each flame | frame of image data. It is a flowchart for demonstrating the process which determines the acquisition timing of each flame | frame of 1st image data which concerns on 2nd Embodiment. It is a figure which shows the functional block of the control part of the left front illumination system in 2nd Embodiment. (A) is a figure showing the acquisition timing of each frame of the 1st image data acquired by the 1st camera of vehicles 1A. (B) is a figure which shows the lighting timing of the lighting unit of the vehicle 1B.

(First embodiment)
Hereinafter, the first embodiment will be described with reference to the drawings. In the description of the first embodiment, for the convenience of description, the “left-right direction” and the “front-rear direction” are referred to as appropriate. These directions are relative directions set for the vehicle 1 shown in FIG. Here, the “front-rear direction” is a direction including “front direction” and “rear direction”. The “left / right direction” is a direction including “left direction” and “right direction”.

  First, the vehicle 1 according to the present embodiment will be described with reference to FIG. FIG. 1 is a schematic diagram illustrating a top view of a vehicle 1 including a vehicle system 2. As shown in FIG. 1, the vehicle 1 is a vehicle (automobile) that can travel in the automatic operation mode, and includes a vehicle system 2. The vehicle system 2 includes a vehicle control unit 3, a left front lighting system 4a (hereinafter simply referred to as “lighting system 4a”), a right front lighting system 4b (hereinafter simply referred to as “lighting system 4b”), and a left rear lighting. A system 4c (hereinafter simply referred to as “lighting system 4c”) and a right rear lighting system 4d (hereinafter simply referred to as “lighting system 4d”) are provided.

  The illumination system 4 a is provided on the left front side of the vehicle 1. In particular, the lighting system 4a includes a housing 24a installed on the left front side of the vehicle 1 and a light-transmitting cover 22a attached to the housing 24a. The illumination system 4 b is provided on the right front side of the vehicle 1. In particular, the lighting system 4b includes a housing 24b installed on the right front side of the vehicle 1 and a translucent cover 22b attached to the housing 24b. The illumination system 4 c is provided on the left rear side of the vehicle 1. In particular, the lighting system 4c includes a housing 24c installed on the left rear side of the vehicle 1 and a light-transmitting cover 22c attached to the housing 24c. The lighting system 4d is provided on the right rear side of the vehicle 1. In particular, the illumination system 4d includes a housing 24d installed on the right rear side of the vehicle 1 and a light-transmitting cover 22d attached to the housing 24d.

  Next, the vehicle system 2 shown in FIG. 1 will be described in detail with reference to FIG. FIG. 2 is a block diagram showing the vehicle system 2. As shown in FIG. 2, the vehicle system 2 includes a vehicle control unit 3, lighting systems 4a to 4d, a sensor 5, an HMI (Human Machine Interface) 8, a GPS (Global Positioning System) 9, and a wireless communication unit. 10 and a storage device 11. Further, the vehicle system 2 includes a steering actuator 12, a steering device 13, a brake actuator 14, a brake device 15, an accelerator actuator 16, and an accelerator device 17. The vehicle system 2 may also include a battery (not shown) configured to supply power.

  The vehicle control unit 3 is configured to control the traveling of the vehicle 1. The vehicle control unit 3 is configured by, for example, at least one electronic control unit (ECU: Electronic Control Unit). The electronic control unit includes a computer system (e.g., SoC (System on a Chip)) including one or more processors and one or more memories, and an electronic circuit including active elements such as transistors and passive elements. The processor includes, for example, at least one of a CPU (Central Processing Unit), an MPU (Micro Processing Unit), a GPU (Graphics Processing Unit), and a TPU (Tensor Processing Unit). The CPU may be composed of a plurality of CPU cores. The GPU may be configured by a plurality of GPU cores. The memory includes a ROM (Read Only Memory) and a RAM (Random Access Memory). A vehicle control program may be stored in the ROM.

  For example, the vehicle control program may include an artificial intelligence (AI) program for automatic driving. The AI program is a program constructed by supervised or unsupervised machine learning (particularly deep learning) using a multilayer neural network. The RAM may temporarily store a vehicle control program, vehicle control data, and / or surrounding environment information indicating the surrounding environment of the vehicle. The processor may be configured to expand a program designated from various vehicle control programs stored in the ROM on the RAM and execute various processes in cooperation with the RAM.

  In addition, the computer system may be configured by a non-Neumann computer such as ASIC (Application Specific Integrated Circuit) or FPGA (Field-Programmable Gate Array). Furthermore, the computer system may be configured by a combination of a Neumann computer and a non-Neumann computer.

  The illumination system 4a further includes a control unit 40a, an illumination unit 42a, a camera 43a, a LiDAR (Light Detection and Ranging) unit 44a (an example of a laser radar), and a millimeter wave radar 45a. As shown in FIG. 1, the control unit 40a, the illumination unit 42a, the camera 43a, the LiDAR unit 44a, and the millimeter wave radar 45a are in the space Sa (in the lamp chamber) formed by the housing 24a and the translucent cover 22a. Placed in. In addition, the control part 40a may be arrange | positioned in the predetermined places of the vehicles 1 other than space Sa. For example, the control unit 40a may be configured integrally with the vehicle control unit 3.

  The control unit 40a is configured by at least one electronic control unit (ECU), for example. The electronic control unit includes a computer system (e.g., SoC) including one or more processors and one or more memories, and an electronic circuit including active elements such as transistors and passive elements. The processor includes, for example, at least one of a CPU, MPU, GPU, and TPU. The CPU may be composed of a plurality of CPU cores. The GPU may be configured by a plurality of GPU cores. The memory includes a ROM and a RAM. The ROM may store a surrounding environment specifying program for specifying the surrounding environment of the vehicle 1.

  For example, the surrounding environment specifying program is a program constructed by supervised or unsupervised machine learning (particularly deep learning) using a multilayer neural network. The RAM temporarily stores a surrounding environment specifying program, image data acquired by the camera 43a, three-dimensional mapping data (point cloud data) acquired by the LiDAR unit 44a, detection data acquired by the millimeter wave radar 45a, and the like. It may be stored. The processor may be configured to develop a program designated from the peripheral environment specifying program stored in the ROM on the RAM and execute various processes in cooperation with the RAM.

  The computer system may be configured by a non-Neumann computer such as an ASIC or FPGA. Furthermore, the computer system may be configured by a combination of a Neumann computer and a non-Neumann computer.

  The illumination unit 42 a is configured to form a light distribution pattern by emitting light toward the outside (front) of the vehicle 1. The illumination unit 42a includes a light source that emits light and an optical system. For example, the light source may be configured by a plurality of light emitting elements arranged in a matrix (for example, N rows × M columns, N> 1, M> 1). The light emitting element is, for example, an LED (Light Emitting Diode), an LD (Laser Diode), or an organic EL element. The optical system is configured to refract the light emitted from the light source and reflected toward the front of the illumination unit 42a, and the light directly emitted from the light source or the light reflected by the reflector. At least one of the other lenses. When the driving mode of the vehicle 1 is the manual driving mode or the driving support mode, the lighting unit 42a displays a driver light distribution pattern (for example, a low beam light distribution pattern or a high beam light distribution pattern) in front of the vehicle 1. It is comprised so that it may form. Thus, the illumination unit 42a functions as a left headlamp unit. On the other hand, when the driving mode of the vehicle 1 is the advanced driving support mode or the fully automatic driving mode, the lighting unit 42a may be configured to form a light distribution pattern for the camera in front of the vehicle 1.

  The control unit 40a may be configured to individually supply an electric signal (for example, a PWM (Pulse Width Modulation) signal) to each of the plurality of light emitting elements provided in the illumination unit 42a. In this case, the control unit 40a can individually select the light emitting elements to which the electric signal is supplied, and can adjust the duty ratio of the electric signal for each light emitting element. That is, the control unit 40a can select a light emitting element to be turned on or off from a plurality of light emitting elements arranged in a matrix, and can determine the luminance of each light emitting element that is turned on. . For this reason, the control unit 40a can change the shape and brightness of the light distribution pattern emitted forward from the illumination unit 42a.

  The camera 43a is configured to detect the surrounding environment of the vehicle 1. In particular, the camera 43a is configured to acquire image data indicating the surrounding environment of the vehicle 1 at a predetermined frame rate and then transmit the image data to the control unit 40a. The controller 40a identifies the surrounding environment information based on the transmitted image data. Here, the surrounding environment information may include information on an object existing outside the vehicle 1. For example, the surrounding environment information may include information related to the attribute of the object existing outside the vehicle 1 and information related to the relative positional relationship of the object with respect to the vehicle 1.

  The camera 43a is configured by an image sensor such as a CCD (Charge-Coupled Device) or a CMOS (Complementary MOS: Metal Oxide Semiconductor), for example. The camera 43a may be configured as a monocular camera or a stereo camera. When the camera 43a is a stereo camera, the control unit 40a uses the parallax, and based on two or more image data acquired by the stereo camera, the vehicle 1 and an object existing outside the vehicle 1 (for example, Distance from a pedestrian or the like). In the present embodiment, one camera 43a is provided in the illumination system 4a. However, two or more cameras 43a may be provided in the illumination system 4a.

  The LiDAR unit 44a (an example of a laser radar) is configured to detect the surrounding environment of the vehicle 1. In particular, the LiDAR unit 44a is configured to transmit 3D mapping data to the control unit 40a after acquiring 3D mapping data (point cloud data) indicating the surrounding environment of the vehicle 1 at a predetermined frame rate. . The controller 40a identifies the surrounding environment information based on the transmitted 3D mapping data. Here, the surrounding environment information may include information on an object existing outside the vehicle 1. For example, the surrounding environment information may include, for example, information related to an attribute of an object existing outside the vehicle 1 and information related to a relative positional relationship of the object with respect to the vehicle 1.

More specifically, the LiDAR unit 44a obtains information on the flight time (TOF: Time of Flight) ΔT1 of the laser beam (light pulse) at each laser beam emission angle (horizontal angle θ, vertical angle φ). Thus, information on the distance D between the LiDAR unit 44a (vehicle 1) and an object existing outside the vehicle 1 at each emission angle (horizontal angle θ, vertical angle φ) is acquired based on information on the flight time ΔT1. can do. Here, the flight time ΔT1 can be calculated as follows, for example.

Flight time ΔT1 = t1-t0

t1: Time when laser light (light pulse) returns to the LiDAR unit t0: Time when LiDAR unit emits laser light (light pulse)

Thus, the LiDAR unit 44a can acquire 3D mapping data indicating the surrounding environment of the vehicle 1.

  The LiDAR unit 44a includes, for example, a laser light source configured to emit laser light, an optical deflector configured to scan the laser light in a horizontal direction and a vertical direction, and an optical system such as a lens. And a light receiving unit configured to receive the laser light reflected by the object. The center wavelength of the laser light emitted from the laser light source is not particularly limited. For example, the laser light may be invisible light having a center wavelength near 900 nm. The optical deflector may be, for example, a MEMS (Micro Electro Mechanical Systems) mirror. The light receiving unit is, for example, a photodiode. The LIDAR unit 44a may acquire 3D mapping data without scanning the laser beam with the optical deflector. For example, the LiDAR unit 44a may acquire 3D mapping data by a phased array method or a flash method. In the present embodiment, one LiDAR unit 44a is provided in the illumination system 4a, but two or more LiDAR units 44a may be provided in the illumination system 4a. For example, when two LiDAR units 44a are provided in the lighting system 4a, one LiDAR unit 44a is configured to detect the surrounding environment in the front area of the vehicle 1, and the other LiDAR unit 44a is configured to detect the vehicle 1 It may be configured to detect the surrounding environment in the lateral region of the.

  The millimeter wave radar 45 a is configured to detect the surrounding environment of the vehicle 1. In particular, the millimeter wave radar 45 a is configured to transmit detection data to the control unit 40 a after acquiring detection data indicating the surrounding environment of the vehicle 1. The control unit 40a specifies the surrounding environment information based on the transmitted detection data. Here, the surrounding environment information may include information on an object existing outside the vehicle 1. The surrounding environment information may include, for example, information related to the attribute of an object existing outside the vehicle 1, information related to the position of the object relative to the vehicle 1, and information related to the speed of the object relative to the vehicle 1.

For example, the millimeter wave radar 45 a is a pulse modulation method, an FM-CW (Frequency Modulated-Continuous Wave) method, or a two-frequency CW method, and between the millimeter wave radar 45 a (the vehicle 1) and an object existing outside the vehicle 1. Distance D can be obtained. When the pulse modulation method is used, the millimeter wave radar 45a acquires information on the flight time ΔT2 of the millimeter wave at each emission angle of the millimeter wave, and then, based on the information on the flight time ΔT2, the millimeter wave radar at each emission angle. Information regarding the distance D between 45a (vehicle 1) and an object existing outside the vehicle 1 can be acquired. Here, the flight time ΔT2 can be calculated as follows, for example.

Flight time ΔT2 = t3−t2

t3: Time when millimeter wave returns to millimeter wave radar t2: Time when millimeter wave radar emits millimeter wave

Also, the millimeter wave radar 45a is based on the millimeter wave frequency f0 emitted from the millimeter wave radar 45a and the millimeter wave frequency f1 returned to the millimeter wave radar 45a, and the vehicle 1 with respect to the millimeter wave radar 45a (vehicle 1). It is possible to acquire information related to the relative velocity V of an object existing outside.

  In the present embodiment, one millimeter wave radar 45a is provided in the illumination system 4a, but two or more millimeter wave radars 45a may be provided in the illumination system 4a. For example, the illumination system 4a may include a millimeter wave radar 45a for short distance, a millimeter wave radar 45a for medium distance, and a millimeter wave radar 45a for long distance.

  The illumination system 4b further includes a control unit 40b, an illumination unit 42b, a camera 43b, a LiDAR unit 44b, and a millimeter wave radar 45b. As shown in FIG. 1, the control unit 40b, the illumination unit 42b, the camera 43b, the LiDAR unit 44b, and the millimeter wave radar 45b are in the space Sb (in the lamp chamber) formed by the housing 24b and the translucent cover 22b. Placed in. In addition, the control part 40b may be arrange | positioned in the predetermined places of the vehicles 1 other than the space Sb. For example, the control unit 40b may be configured integrally with the vehicle control unit 3. The control unit 40b may have the same function and configuration as the control unit 40a. The lighting unit 42b may have the same function and configuration as the lighting unit 42a. In this respect, the illumination unit 42b functions as a right headlamp unit. The camera 43b may have the same function and configuration as the camera 43a. The LiDAR unit 44b may have the same function and configuration as the LiDAR unit 44a. The millimeter wave radar 45b may have the same function and configuration as the millimeter wave radar 45a.

  The illumination system 4c further includes a control unit 40c, an illumination unit 42c, a camera 43c, a LiDAR unit 44c, and a millimeter wave radar 45c. As shown in FIG. 1, the control unit 40c, the illumination unit 42c, the camera 43c, the LiDAR unit 44c, and the millimeter wave radar 45c are in the space Sc (in the lamp chamber) formed by the housing 24c and the translucent cover 22c. Placed in. In addition, the control part 40c may be arrange | positioned in the predetermined places of the vehicles 1 other than the space Sc. For example, the control unit 40c may be configured integrally with the vehicle control unit 3. The control unit 40c may have the same function and configuration as the control unit 40a.

  The illumination unit 42c is configured to form a light distribution pattern by emitting light toward the outside (rear) of the vehicle 1. The illumination unit 42c includes a light source that emits light and an optical system. For example, the light source may be configured by a plurality of light emitting elements arranged in a matrix (for example, N rows × M columns, N> 1, M> 1). The light emitting element is, for example, an LED, an LD, or an organic EL element. The optical system is configured to refract light emitted from the light source and reflected toward the front of the illumination unit 42c, and light emitted directly from the light source or reflected by the reflector. Or at least one of the other lenses. When the driving mode of the vehicle 1 is the manual driving mode or the driving support mode, the lighting unit 42c may be turned off. On the other hand, when the driving mode of the vehicle 1 is the advanced driving support mode or the fully automatic driving mode, the lighting unit 42c may be configured to form a light distribution pattern for the camera behind the vehicle 1.

  The camera 43c may have the same function and configuration as the camera 43a. The LiDAR unit 44c may have the same function and configuration as the LiDAR unit 44c. The millimeter wave radar 45c may have the same function and configuration as the millimeter wave radar 45a.

  The illumination system 4d further includes a control unit 40d, an illumination unit 42d, a camera 43d, a LiDAR unit 44d, and a millimeter wave radar 45d. As shown in FIG. 1, the control unit 40d, the illumination unit 42d, the camera 43d, the LiDAR unit 44d, and the millimeter wave radar 45d are in the space Sd (in the lamp chamber) formed by the housing 24d and the translucent cover 22d. Placed in. The control unit 40d may be disposed at a predetermined location of the vehicle 1 other than the space Sd. For example, the control unit 40d may be configured integrally with the vehicle control unit 3. The control unit 40d may have the same function and configuration as the control unit 40c. The lighting unit 42d may have the same function and configuration as the lighting unit 42c. The camera 43d may have the same function and configuration as the camera 43c. The LiDAR unit 44d may have the same function and configuration as the LiDAR unit 44c. The millimeter wave radar 45d may have the same function and configuration as the millimeter wave radar 45c.

  The sensor 5 may include an acceleration sensor, a speed sensor, a gyro sensor, and the like. The sensor 5 is configured to detect the traveling state of the vehicle 1 and output traveling state information indicating the traveling state of the vehicle 1 to the vehicle control unit 3. The sensor 5 includes a seating sensor that detects whether the driver is sitting in the driver's seat, a face direction sensor that detects the direction of the driver's face, an external weather sensor that detects external weather conditions, and whether there is a person in the vehicle. You may further provide the human sensitive sensor etc. which detect whether. Further, the sensor 5 may include an illuminance sensor configured to detect the brightness (such as illuminance) of the surrounding environment of the vehicle 1. For example, the illuminance sensor may determine the brightness of the surrounding environment according to the magnitude of the photocurrent output from the photodiode.

  The HMI 8 includes an input unit that receives an input operation from the driver, and an output unit that outputs traveling information and the like to the driver. The input unit includes a steering wheel, an accelerator pedal, a brake pedal, an operation mode switching switch for switching the operation mode of the vehicle 1, and the like. The output unit is a display that displays various travel information. The GPS 9 is configured to acquire the current position information of the vehicle 1 and output the acquired current position information to the vehicle control unit 3.

  The wireless communication unit 10 receives information (for example, travel information) about other vehicles around the vehicle 1 from the other vehicle and transmits information about the vehicle 1 (for example, travel information) to the other vehicles. It is configured (vehicle-to-vehicle communication). The wireless communication unit 10 is configured to receive infrastructure information from infrastructure equipment such as traffic lights and beacon lights, and to transmit travel information of the vehicle 1 to the infrastructure equipment (road-to-vehicle communication). In addition, the wireless communication unit 10 receives information related to the pedestrian from a portable electronic device (smart phone, tablet, wearable device, etc.) carried by the pedestrian, and transmits the own vehicle travel information of the vehicle 1 to the portable electronic device. It is comprised so that (communication between pedestrians). The vehicle 1 may communicate directly with other vehicles, infrastructure facilities, or portable electronic devices in an ad hoc mode, or may communicate via an access point. The wireless communication unit 10 is configured to receive a standard time signal (for example, a standard radio wave) indicating a standard time. Furthermore, the vehicle 1 may communicate with other vehicles, infrastructure facilities, or portable electronic devices via a communication network (not shown). The communication network includes at least one of the Internet, a local area network (LAN), a wide area network (WAN), and a radio access network (RAN). The wireless communication standard is, for example, Wi-Fi (registered trademark), Bluetooth (registered trademark), ZigBee (registered trademark), LPWA, DSRC (registered trademark), or Li-Fi. The vehicle 1 may communicate with other vehicles, infrastructure facilities, or portable electronic devices using the fifth generation mobile communication system (5G).

  The storage device 11 is an external storage device such as a hard disk drive (HDD) or an SSD (Solid State Drive). The storage device 11 may store 2D or 3D map information and / or a vehicle control program. The storage device 11 is configured to output map information and a vehicle control program to the vehicle control unit 3 in response to a request from the vehicle control unit 3. The map information and the vehicle control program may be updated via the wireless communication unit 10 and a communication network such as the Internet.

  When the vehicle 1 travels in the automatic driving mode, the vehicle control unit 3 generates a steering control signal, an accelerator control signal, and a brake control signal based on the traveling state information, the surrounding environment information, the current position information, and / or the map information. At least one of them is automatically generated. The steering actuator 12 is configured to receive a steering control signal from the vehicle control unit 3 and control the steering device 13 based on the received steering control signal. The brake actuator 14 is configured to receive a brake control signal from the vehicle control unit 3 and control the brake device 15 based on the received brake control signal. The accelerator actuator 16 is configured to receive an accelerator control signal from the vehicle control unit 3 and to control the accelerator device 17 based on the received accelerator control signal. As described above, in the automatic driving mode, the vehicle system 2 automatically controls the traveling of the vehicle 1.

  On the other hand, when the vehicle 1 travels in the manual operation mode, the vehicle control unit 3 generates a steering control signal, an accelerator control signal, and a brake control signal in accordance with the driver's manual operation with respect to the accelerator pedal, the brake pedal, and the steering wheel. To do. Thus, in the manual operation mode, the steering control signal, the accelerator control signal, and the brake control signal are generated by the driver's manual operation, so that the traveling of the vehicle 1 is controlled by the driver.

  Next, the operation mode of the vehicle 1 will be described. The operation mode includes an automatic operation mode and a manual operation mode. The automatic driving mode includes a fully automatic driving mode, an advanced driving support mode, and a driving support mode. In the fully automatic driving mode, the vehicle system 2 automatically performs all traveling control of steering control, brake control, and accelerator control, and the driver is not in a state where the vehicle 1 can be driven. In the advanced driving support mode, the vehicle system 2 automatically performs all travel control of steering control, brake control, and accelerator control, and the driver does not drive the vehicle 1 although it is in a state where the vehicle 1 can be driven. In the driving support mode, the vehicle system 2 automatically performs a part of the driving control among the steering control, the brake control, and the accelerator control, and the driver drives the vehicle 1 under the driving support of the vehicle system 2. On the other hand, in the manual operation mode, the vehicle system 2 does not automatically perform the traveling control, and the driver drives the vehicle 1 without driving assistance from the vehicle system 2.

  Further, the operation mode of the vehicle 1 may be switched by operating an operation mode changeover switch. In this case, the vehicle control unit 3 changes the driving mode of the vehicle 1 into four driving modes (fully automatic driving mode, advanced driving support mode, driving support mode, manual driving mode) according to the driver's operation on the driving mode changeover switch. ). In addition, the driving mode of the vehicle 1 is automatically set based on information on a travelable section where an autonomous driving vehicle can travel, a travel prohibition section where traveling of an autonomous driving vehicle is prohibited, or information on external weather conditions. It may be switched to. In this case, the vehicle control unit 3 switches the operation mode of the vehicle 1 based on these pieces of information. Furthermore, the driving mode of the vehicle 1 may be automatically switched by using a seating sensor, a face direction sensor, or the like. In this case, the vehicle control unit 3 may switch the driving mode of the vehicle 1 based on output signals from the seating sensor and the face direction sensor.

  Next, the function of the control unit 40a in this embodiment will be described below with reference to FIG. FIG. 3 is a diagram illustrating functional blocks of the control unit 40a of the illumination system 4a according to the first embodiment. As shown in FIG. 3, the control unit 40a is configured to control operations of the illumination unit 42a, the camera 43a, the LiDAR unit 44a, and the millimeter wave radar 45a, respectively. In particular, the control unit 40a includes an illumination control unit 410a, a camera control unit 420a, a LiDAR control unit 430a, a millimeter wave radar control unit 440a, and a surrounding environment information fusion unit 450a.

  The illumination control unit 410 a is configured to control the illumination unit 42 a so that the illumination unit 42 a emits a predetermined light distribution pattern toward the front area of the vehicle 1. Furthermore, the illumination control unit 410a is configured to control lighting of the illumination unit 42a at a predetermined rate (second rate). In the present embodiment, the lighting rate (Hz) of the lighting unit 42a is preferably the same as the frame rate (fps) of the image data acquired by the camera 43a. Moreover, the illumination control part 410a is comprised so that the lighting timing of the illumination unit 42a may be controlled. Here, the lighting timing of the lighting unit 42a is a concept including a lighting start timing (lighting start time) and a lighting end timing (lighting end time) of the lighting unit 42a.

  The camera control unit 420a is configured to control the operation of the camera 43a. In particular, the camera control unit 420a is configured to control the camera 43a so as to acquire image data at a predetermined frame rate (first rate). Furthermore, the camera control unit 420a is configured to control the acquisition timing of each frame of the image data based on information related to the lighting timing of the lighting unit 42a. Here, the frame acquisition timing is a concept including a frame acquisition start timing (frame acquisition start time) and a frame acquisition end timing (frame acquisition end time).

  The camera control unit 420a is configured to generate the surrounding environment information of the vehicle 1 in the detection area of the camera 43a based on the image data output from the camera 43a. In this regard, the camera control unit 420a is configured to generate surrounding environment information for each frame of image data.

  The LiDAR control unit 430a is configured to control the operation of the LiDAR unit 44a. In particular, the LiDAR control unit 430a is configured to control the LiDAR unit 44a so as to acquire 3D mapping data at a predetermined frame rate. Furthermore, the LiDAR control unit 430a is configured to control the acquisition timing of each frame of 3D mapping data. In addition, the LiDAR control unit 430a is configured to generate the surrounding environment information of the vehicle 1 in the detection area of the LiDAR unit 44a based on the 3D mapping data output from the LiDAR unit 44a. In this regard, the LiDAR control unit 430a is configured to generate surrounding environment information for each frame of 3D mapping data.

  The millimeter wave radar control unit 440a controls the operation of the millimeter wave radar 45a, and generates ambient environment information of the vehicle 1 in the detection area of the millimeter wave radar 45a based on the detection data output from the millimeter wave radar 45a. It is configured as follows.

  The surrounding environment information fusion unit 450a fuses the surrounding environment information acquired from the camera control unit 420a, the surrounding environment information acquired from the LiDAR control unit 430a, and the surrounding environment information acquired from the millimeter wave radar control unit 440a. At the same time, the integrated surrounding environment information is transmitted to the vehicle control unit 3.

  Also, the control units 40b, 40c, and 40d may have the same function as the control unit 40a. That is, each of the control units 40b to 40d may include an illumination control unit, a camera control unit, a LiDAR control unit, a millimeter wave radar control unit, and a surrounding environment information fusion unit.

  Next, processing for determining the acquisition timing of the image data of the camera 43a will be described with reference to FIGS. FIG. 4 is a diagram illustrating a vehicle 1A and a vehicle 1B (an example of a second vehicle) facing each other. FIG. 5 is a flowchart for explaining processing for determining the acquisition timing of each frame of image data of the camera 43a. FIG. 6A is a diagram for explaining the relationship between the lighting timing of the lighting unit 42a in the vehicle 1A and the acquisition timing of each frame of the image data of the camera 43a. FIG. 6B is a diagram for explaining the relationship between the lighting timing of the lighting unit 42a in the vehicle 1B and the acquisition timing of each frame of the image data of the camera 43a.

The preconditions in this embodiment will be described below.
First, the vehicles 1 </ b> A and 1 </ b> B have the same configuration as the vehicle 1. That is, the vehicles 1A and 1B are assumed to have the vehicle system 2 shown in FIG. Next, for convenience of explanation, the relationship between the lighting timing of the lighting unit 42a in the vehicle 1A and the acquisition timing of the image data of the camera 43a will be described, and the lighting timing of the lighting unit 42a in the vehicle 1B and the image data of the camera 43a. The relationship between the acquisition timing and the acquisition timing will be described. In this respect, the illumination unit 42b is turned on at the same lighting timing as the lighting unit 42a, and the camera 43b acquires image data at the same acquisition timing as the camera 43a. Is not specifically mentioned below. Further, from the viewpoint of simplifying the description, the acquisition timing of the 3D mapping data of the LiDAR unit 44a and the acquisition timing of the detection data of the millimeter wave radar are not particularly mentioned. Furthermore, in the following description, the process shown in FIG. 5 shall be performed by vehicle 1A. On the other hand, it should be noted that the process shown in FIG. 5 is also executed by the vehicle 1B.

  As shown in FIG. 5, in step S1, the wireless communication unit 10 of the vehicle 1A receives a standard time signal indicating a standard time. For example, the wireless communication unit 10 may receive a standard radio wave (an example of a standard time signal) from a standard radio wave transmission station. The wireless communication unit 10 may receive a standard time signal from an NTP (Network Time Protocol) server arranged on the communication network. The standard time may be determined by one or more atomic clocks, for example.

  Next, in step S2, the vehicle control unit 3 (an example of an internal time adjustment unit) is configured so that the internal time of the vehicle 1A matches the standard time based on the standard time signal received by the wireless communication unit 10. Adjust the time. From this time point, the vehicle 1A executes each vehicle control process based on the adjusted internal time. For example, the control unit 40a of the vehicle 1A controls the operation timing of the illumination unit 42a, the camera 43a, the LiDAR unit 44a, and the millimeter wave radar 45a based on the adjusted internal time.

  Next, in step S3, the illumination control unit 410a (see FIG. 3) determines the lighting timing of the illumination unit 42a. In particular, the illumination control unit 410a determines the lighting start timing (lighting start time) of the lighting unit 42a. As shown to Fig.6 (a), since the lighting period (DELTA) Tc and lighting period T2 (or lighting rate F2 = 1 / T2) of the vehicle 1A are predetermined, the lighting start timing tc1 of the illumination unit 42a is determined. Thus, the lighting end timing (lighting end time) tc2, the lighting start timing after the lighting start timing tc1 (for example, the lighting start timing tc3), and the lighting end timing after the lighting end timing tc2 are automatically determined. Is done. In particular, the lighting end timing tc2 is determined by tc2 = tc1 + ΔTc, while the lighting start timing tc3 is determined by tc3 = tc1 + T2.

  The following is mentioned as a method for determining the lighting start timing tc1. For example, the illumination control unit 410a starts to turn on the illumination unit 42a after a predetermined period has elapsed after receiving a standard radio wave that is an example of a standard time signal. In other words, the illumination control unit 410a sets the lighting start timing tc1 to a time after a predetermined period has elapsed after receiving the standard radio wave. Here, the predetermined period may be set in advance between the vehicles. The illumination control unit 410a may set the lighting start timing tc1 to a predetermined time. For example, the lighting start timing tc1 may be set to X hour Y minute 0 millisecond (X and Y are arbitrary values). Here, the predetermined time may be set in advance between the vehicles.

  Next, in step S4, the camera control unit 420a determines the acquisition timing of each frame of the image data of the camera 43a based on information related to the lighting timing of the lighting unit 42a (lighting start timing and / or lighting end timing). decide. In particular, the camera control unit 420a determines the acquisition start timing (acquisition start time) of each frame of the image data of the camera 43a based on the above information. As shown in FIG. 6A, since the acquisition period ΔTa and the frame period T1 (or frame rate F1 = 1 / T1) of each frame are predetermined, the acquisition start timing ta1 of the frame Fa1 is determined. Thus, the acquisition end timing (acquisition end time) ta2 of the frame Fa1, the acquisition start timing of the frame after the frame Fa1 (for example, the acquisition start timing ta3 of the frame Fa2), and the acquisition end timing of the frame after the frame Fa1 (For example, the acquisition end timing ta4 of the frame Fa2) is automatically determined. In particular, the acquisition end timing ta2 is determined by ta2 = ta1 + ΔTa, while the acquisition start timing ta3 is determined by ta3 = ta1 + T1. Note that the acquisition period ΔTa of one frame of image data corresponds to an exposure time necessary for forming one frame of image data (in other words, a time for capturing light that forms one frame of image data). The time for processing the electrical signal output from the image sensor such as a CCD or CMOS is not included in the acquisition period ΔTa.

  The following is a method for determining the acquisition start timing ta1 of the frame Fa1. For example, the camera control unit 420a determines the acquisition start timing ta1 based on the lighting start timing tc1 and / or the lighting end timing tc2 so that the lighting period ΔTc and the acquisition period ΔTa do not overlap each other. In particular, the camera control unit 420a determines the acquisition start timing ta1 so that the acquisition start timing ta1 and the acquisition end timing ta2 are set to a non-lighting period between the lighting end timing tc2 and the lighting start timing tc3.

  As described above, the lighting timing of the lighting unit 42a and the acquisition timing of the image data of the camera 43a in the vehicle 1A are determined through the processes shown in FIG.

  On the other hand, each process shown in FIG. 5 is executed not only by the vehicle 1A but also by all traveling vehicles including the vehicle 1B that is an oncoming vehicle. In particular, the processing shown in FIG. 5 is executed by the vehicles 1A and 1B, so that the lighting timing of the lighting unit 42a of the vehicle 1A and the lighting timing of the lighting unit 42a of the vehicle 1B coincide with each other. Specifically, as shown in FIG. 6, the lighting start timing tc1 of the lighting unit 42a of the vehicle 1A and the lighting start timing te1 of the lighting unit 42a of the vehicle 1B coincide with each other. Further, it is assumed that the lighting period ΔTc = lighting period ΔTe and the lighting period T2 = lighting period T4 between vehicles. Therefore, when the lighting start timing tc1 = lighting start timing te1 is established, the lighting end timing tc2 = lighting end timing te2 and the lighting start timing tc3 = lighting start timing te3 are established.

  As described above, as an example of the lighting start timing determination method, the lighting control unit 410a of the vehicle 1A sets the lighting start timing tc1 to a time after a predetermined period Δt1 has elapsed since the reception of the standard radio wave. On the other hand, the lighting control unit 410a of the vehicle 1B similarly sets the lighting start timing te1 to a time after a predetermined period Δt2 has elapsed since the reception of the standard radio wave. Here, in this embodiment, since the predetermined periods Δt1 and Δt2 are set in advance between the vehicles such that the predetermined period Δt1 = the predetermined period Δt2, the lighting start timing tc1 and the lighting start timing te1 coincide with each other. As another example of the lighting start timing determination method, the lighting control unit 410a of the vehicle 1A sets the lighting start timing tc1 to a predetermined time (X hour Y minute 0 millisecond). On the other hand, the lighting control unit 410a of the vehicle 1B similarly sets the lighting start timing te1 to a predetermined time (X hour Y minute 0 millisecond). In this way, the lighting start timing tc1 and the lighting start timing te1 coincide with each other.

  In step S4, the camera control unit 420a of the vehicle 1B determines the acquisition timing of each frame of the image data of the camera 43a based on information related to the lighting timing of the lighting unit 42a. For example, the camera control unit 420a determines the acquisition start timing tb1 based on the lighting start timing te1 and / or the lighting end timing te2 so that the lighting period ΔTe and the acquisition period ΔTb do not overlap each other. Furthermore, since the acquisition period ΔTb and the frame period T3 of each frame are determined in advance, the acquisition start timing tb1 of the frame Fb1 is determined, so that the acquisition end timing tb2 of the frame Fb1 and the frames after the frame Fb1 The acquisition start timing (for example, the acquisition start timing tb3 of the frame Fb2) and the acquisition end timing of the frame after the frame Fa1 (for example, the acquisition end timing of the frame Fb2) are automatically determined. In particular, the acquisition end timing tb2 is determined by tb2 = tb1 + ΔTb, while the acquisition start timing tb3 is determined by tb3 = tb1 + T3.

  According to this embodiment, the lighting timing of the lighting unit 42a of the vehicle 1A and the lighting timing of the lighting unit 42a of the vehicle 1B coincide with each other. Further, the lighting period ΔTc and the acquisition period ΔTa do not overlap each other, and the lighting period ΔTe and the acquisition period ΔTb do not overlap each other. For this reason, the acquisition period ΔTa of the vehicle 1A does not overlap with the lighting period ΔTe of the vehicle 1B, and the acquisition period ΔTb of the vehicle 1B does not overlap with the lighting period ΔTc of the vehicle 1A. In this way, it is possible to reliably prevent halation from occurring in the image data of each frame acquired by the camera 43a of the vehicle 1A due to the light (light distribution pattern) emitted from the lighting unit 42a of the vehicle 1B. . Similarly, it is possible to reliably prevent halation from occurring in the image data of each frame acquired by the camera 43a of the vehicle 1B due to the light emitted from the lighting unit 42a of the vehicle 1A. Therefore, the vehicle system 2 and the vehicle that can improve the recognition accuracy of the surrounding environment of the vehicle can be provided.

  In the present embodiment, the camera control unit 420a of the vehicle 1A determines the acquisition start timing ta1 so that the lighting period ΔTc and the acquisition period ΔTa do not overlap each other, but the present embodiment is not limited to this. For example, as illustrated in FIG. 7A, the camera control unit 420a of the vehicle 1A may determine the acquisition start timing ta1 so that the acquisition period ΔTa partially overlaps the lighting period ΔTc. In this case, the camera control unit 420a partially overlaps the acquisition period ΔTa with the lighting period ΔTc to the extent that halation does not occur in the image data of the frame. Similarly, the camera control unit 420a of the vehicle 1B may determine the acquisition start timing tb1 so that the acquisition period ΔTb partially overlaps the lighting period ΔTe.

(Second Embodiment)
Next, a vehicle system according to a second embodiment of the present invention will be described below with reference to FIG. FIG. 9 is a diagram illustrating functional blocks of the control unit 140a of the illumination system 400a according to the second embodiment. The vehicle system according to the second embodiment is mainly different from the vehicle system 2 according to the first embodiment (see FIG. 2) in that it includes two cameras (a first camera 143a and a second camera 243a). Hereinafter, the components already described in the first embodiment will not be described repeatedly, and only differences between the vehicle system 2 and the vehicle system according to the second embodiment will be described.

  As shown in FIG. 9, the first camera 143a is configured to acquire first image data indicating a surrounding environment of the vehicle at a first frame rate. The second camera 243a is configured to acquire second image data indicating the surrounding environment of the vehicle at a second frame rate higher than the first frame rate. For example, the first frame rate of the first camera 143a is 60 fps, and the second frame rate of the second camera 243a is 280 fps.

  The control unit 140a includes an illumination control unit 410a, a camera control unit 421a, a LiDAR control unit 430a, a millimeter wave radar control unit 440a, and a surrounding environment information fusion unit 450a. The camera control unit 421a is configured to control operations of the first camera 143a and the second camera 243a. The camera control unit 421a is configured to generate the surrounding environment information in the detection area of the first camera 143a based on the first image data output from the first camera 143a. Furthermore, the camera control unit 421a is configured to generate the surrounding environment information in the detection area of the second camera 243a based on the second image data output from the second camera 243a.

  Next, processing for determining the acquisition timing of the first image data acquired by the first camera 143a will be described with reference to FIGS. FIG. 8 is a flowchart for explaining processing for determining the acquisition timing of each frame of the first image data according to the second embodiment. FIG. 10A is a diagram illustrating the acquisition timing of each frame of the first image data acquired by the first camera 143a of the vehicle 1A. FIG.10 (b) is a figure which shows the lighting timing of the illumination unit 42a of the vehicle 1B.

  As a precondition of the present embodiment, the vehicles 1A and 1B shown in FIG. 4 have the vehicle system according to the second embodiment. Furthermore, for convenience of explanation, the relationship between the acquisition timing of image data acquired by the first camera 143a of the vehicle 1A and the lighting timing of the lighting unit 42a of the vehicle 1B will be described. The first frame rate of the first camera 143a is assumed to be the same as the lighting rate of the lighting unit 42a of the vehicle 1B. Furthermore, since it is assumed that the lighting timing of the lighting unit 42b of the vehicle 1B is the same as the lighting timing of the lighting unit 42a of the vehicle 1B, no particular mention is made of the lighting timing of the lighting unit 42b of the vehicle 1B.

  As shown in FIG. 8, in step S10, the vehicle control unit 3 (see FIG. 2) of the vehicle 1A detects the presence of the vehicle 1B based on the surrounding environment information indicating the surrounding environment of the vehicle 1A. Next, in step S11, the second camera 243a acquires second image data indicating the surrounding environment of the vehicle 1A. Here, since the vehicle 1B exists in the detection area of the second camera 243a, the presence of the vehicle 1B is specified from the second image data. Next, the camera control unit 421a of the vehicle 1A specifies the lighting timing of the illumination unit 42a provided in the vehicle 1B (an example of the second vehicle) based on the second image data (step S12).

  In this regard, the second frame rate of the second camera 243a is much higher than the first frame rate of the first camera 143a and the lighting rate of the lighting unit 42a of the vehicle 1B. Therefore, the camera control unit 421a can specify the lighting start timing and lighting end timing of the lighting unit 42a of the vehicle 1B based on the second image data. For example, as shown in FIG. 10B, the lighting period ΔTe of the lighting unit 42a can be specified by specifying the lighting start timing te1 and the lighting end timing te2 of the lighting unit 42a. Furthermore, the lighting cycle T4 can be specified by specifying the lighting start timing te1 and the next lighting start timing te3. Furthermore, by specifying the lighting cycle T4, it is possible to specify the lighting start timing after the lighting start timing te1 and the lighting end timing after the lighting end timing te2. Thus, the camera control unit 421a can specify the lighting timing of the lighting unit 42a of the vehicle 1B based on the second image data.

  Next, in step S13, the camera control unit 421a of the vehicle 1A acquires each frame of the first image data acquired by the first camera 143a based on information related to the lighting timing of the lighting unit 42a of the vehicle 1B. Determine timing. In particular, the camera control unit 421a determines the acquisition timing of each frame so that the acquisition period ΔTa and the lighting period ΔTe do not overlap each other. For example, the camera control unit 421a determines the acquisition start timing ta1 based on the lighting start timing te1 and / or the lighting end timing te2 so that the lighting period ΔTe and the acquisition period ΔTa do not overlap each other. Furthermore, since the acquisition period ΔTa and the frame period T1 of each frame are determined in advance, the acquisition start timing ta1 of the frame Fa1 is determined, so that the acquisition end timing ta2 of the frame Fa1 and the frames after the frame Fa1 are determined. The acquisition start timing (for example, the acquisition start timing ta3 of the frame Fa2) and the acquisition end timing (for example, the acquisition end timing ta4 of the frame Fa2) after the frame Fa1 are automatically determined.

  According to this embodiment, since the acquisition period ΔTa of the first camera 143a of the vehicle 1A and the lighting period ΔTe of the illumination unit 42a of the vehicle 1B do not overlap each other, light emitted from the illumination unit 42a of the vehicle 1B (light distribution pattern) ) Can surely prevent halation from occurring in the image data of each frame acquired by the first camera 143a of the vehicle 1A. Therefore, it is possible to provide a vehicle system that can improve the recognition accuracy of the surrounding environment of the vehicle 1A.

  In the present embodiment, the camera control unit 421a determines the acquisition timing of each frame so that the acquisition period ΔTa and the lighting period ΔTe do not overlap each other, but the present embodiment is not limited to this. . For example, the camera control unit 421a may determine the acquisition timing of each frame so that the acquisition period ΔTa partially overlaps the lighting period ΔTe. In this respect, it is preferable that the acquisition period ΔTa partially overlaps the lighting period ΔTe so that halation does not occur in the image data.

  Although the embodiment of the present invention has been described above, it goes without saying that the technical scope of the present invention should not be construed in a limited manner by the description of this embodiment. This embodiment is merely an example, and it is understood by those skilled in the art that various modifications can be made within the scope of the invention described in the claims. The technical scope of the present invention should be determined based on the scope of the invention described in the claims and the equivalents thereof.

  In the present embodiment, the driving mode of the vehicle has been described as including the fully automatic driving mode, the advanced driving support mode, the driving support mode, and the manual driving mode. However, the driving mode of the vehicle includes these four modes. Should not be limited to. The classification of the driving mode of the vehicle may be changed as appropriate in accordance with laws and regulations concerning automatic driving in each country. Similarly, the definitions of “fully automated driving mode”, “advanced driving support mode”, and “driving support mode” described in the description of the present embodiment are merely examples, and laws or regulations relating to automatic driving in each country or In accordance with the rules, these definitions may be changed as appropriate.

1, 1A, 1B: Vehicle 2: Vehicle system 3: Vehicle control unit 4a: Front left illumination system (illumination system)
4b: Front right lighting system (lighting system)
4c: Left rear lighting system (lighting system)
4d: Right rear lighting system (lighting system)
5: Sensor 10: Wireless communication unit 11: Storage device 12: Steering actuator 13: Steering device 14: Brake actuator 15: Brake device 16: Accelerator actuator 17: Accelerator devices 22a, 22b, 22c, 22d: Translucent covers 24a, 24b , 24c, 24d: Housings 40a, 40b, 40c, 40d: Control units 42a, 42b, 42c, 42d: Lighting units 43a, 43b, 43c, 43d: Cameras 44a, 44b, 44c, 44d: LiDAR units 45a, 45b, 45c 45d: Millimeter wave radar 140a: Control unit 143a: First camera 243a: Second camera 410a: Illumination control unit 420a, 421a: Camera control unit 430a: LiDAR control unit 440a: Millimeter wave radar control unit 450a: Ambient environment information Fusion part

Claims (2)

A vehicle system provided in a vehicle capable of traveling in an automatic driving mode,
A camera configured to acquire image data indicating the surrounding environment of the vehicle at a first rate;
A camera controller configured to control the operation of the camera;
A lighting unit configured to emit light toward the outside of the vehicle;
An illumination controller configured to control lighting of the illumination unit at a second rate;
A wireless communication unit configured to receive a standard time signal indicating the standard time;
Based on the standard time signal, an internal time adjustment unit configured to adjust the internal time so that the internal time of the vehicle matches the standard time;
With
The lighting timing of the lighting unit and the lighting timing of the second lighting unit provided in the second vehicle existing outside the vehicle coincide with each other,
The camera control unit determines the acquisition timing of each frame of the image data based on information related to the lighting timing of the lighting unit.
Vehicle system. A vehicle system provided in a vehicle capable of traveling in an automatic driving mode,
A first camera configured to obtain first image data indicating a surrounding environment of the vehicle at a first rate;
A second camera configured to acquire second image data indicating a surrounding environment of the vehicle at a second rate higher than the first rate;
A camera control unit configured to control operations of the first camera and the second camera;
With
The camera control unit
Based on the second image data, identifying lighting timing information related to the lighting timing of the second lighting unit provided in the second vehicle existing outside the vehicle,
Configured to determine an acquisition timing of each frame of the first image data based on the specified lighting timing information;
Vehicle system.

Images