Source: https://patents.google.com/patent/JP5867807B2/en
Timestamp: 2020-07-10 17:25:25
Document Index: 163990657

Matched Legal Cases: ['Application No. 2009', 'art 31', 'art 24', 'art 22', 'art 23', 'art 24', 'art 25', 'art 26', 'art 27']

JP5867807B2 - Vehicle identification device - Google Patents
Vehicle identification device Download PDF
JP5867807B2
JP5867807B2 JP2011242374A JP2011242374A JP5867807B2 JP 5867807 B2 JP5867807 B2 JP 5867807B2 JP 2011242374 A JP2011242374 A JP 2011242374A JP 2011242374 A JP2011242374 A JP 2011242374A JP 5867807 B2 JP5867807 B2 JP 5867807B2
JP2011242374A
JP2012138077A (en
2010-12-08 Priority to JP2010274105 priority Critical
2010-12-08 Priority to JP2010274105 priority
2011-11-04 Application filed by 株式会社リコー filed Critical 株式会社リコー
2011-11-04 Priority to JP2011242374A priority patent/JP5867807B2/en
2012-07-19 Publication of JP2012138077A publication Critical patent/JP2012138077A/en
2016-02-24 Publication of JP5867807B2 publication Critical patent/JP5867807B2/en
239000005357 flat glasses Substances 0.000 claims description 31
The present invention relates to a vehicle identification device that detects other vehicles around the vehicle based on a captured image captured from the vehicle.
This type of vehicle identification device is widely used in a control device that controls driving of a vehicle and on-vehicle equipment, an information providing device that provides useful information to a driver of the vehicle, and the like. If a specific example is given, what is used for driver support systems, such as ACC (Adaptive Cruise Control) for reducing the driving load of the driver (driver) of vehicles, for example is known. In such a vehicle driving support system, an automatic brake function or alarm function for avoiding the collision of the own vehicle with another vehicle or reducing the impact at the time of collision, the distance between the preceding vehicle (other vehicle) Various functions such as the vehicle speed adjustment function to maintain the distance are realized. For this purpose, since it is necessary to appropriately distinguish and recognize (identify) other vehicles existing around the vehicle, various vehicle identification devices have been proposed. For example, in Patent Document 1, in order to increase the detection accuracy of a feature amount for discriminating a vehicle displayed in a captured image, a predetermined region through which the vehicle passes in the imaging region is irradiated with laser light, A vehicle detection system that generates a distance image indicating a three-dimensional shape of a vehicle passing through a predetermined region by using reflected light of laser light is disclosed.
Many conventional vehicle identification devices identify an image region in which a vehicle traveling on a road surface is projected using a difference in luminance in a captured image. However, since the captured image contains a large number of noise components (luminance information that reduces the identification accuracy), other vehicles cannot be identified with high accuracy only by the luminance in the captured image.
In Japanese Patent Application No. 2009-295963, the present applicant divides two polarized images captured by the imaging unit into predetermined processing regions, respectively, and relates to the luminance total value between the two polarized images obtained for each processing region. A method for identifying a three-dimensional object on a road surface using a result of calculating a differential polarization degree indicating a ratio of luminance difference values between two polarized images was proposed. Specifically, a processing region corresponding to the identification target is specified based on the calculated differential polarization degree, and a plurality of adjacent processing regions specified as processing regions corresponding to the identification target are image regions of the identification target. It is a method to identify. According to this method, there is no clear difference in luminance in the captured image in the conventional method using the difference in luminance, so that even in a situation where the identification accuracy is poor, the three-dimensional object in the captured image is identified with high accuracy. Is possible.
And as a result of earnest research, the present inventors use such a differential polarization degree to detect the other vehicle that is the identification target, in an environment where the other vehicle is placed (for example, in a fine weather) It was found that it can be realized with high accuracy without being affected by the difference between rainy weather or cloudy weather, the difference between the sun and the shade, etc.
The present invention has been made in view of the above background, and its purpose is to detect other vehicles around the own vehicle without being affected by the environment in which the other vehicle is placed. A vehicle identification device that can be realized with high accuracy, and a vehicle control device and an information providing device including the vehicle identification device.
To achieve the above object, the invention of claim 1, by receiving the two polarized light the polarization direction contained in the light different from the imaging area including a vehicle traveling road Menjo, respectively An imaging unit that captures a polarization image, and the two polarization images captured by the imaging unit are each divided into predetermined identification processing areas, and the 2 for the luminance total value between the two polarization images for each identification processing area. A differential polarization degree calculating means for calculating a differential polarization degree indicating a ratio of luminance difference values between two polarized images , a road surface feature data storage means for storing road surface feature data indicating a road surface characteristic, and the differential polarization degree calculating means. After comparing the calculated differential polarization degree of each identification processing area with a predetermined road surface identification threshold value and binarizing each identification processing area, the road surface characteristic data storage means uses the stored road surface characteristic data. A three-dimensional object region specifying means for identifying the identification processing region that projects the surface as a road surface region, and that identifies the remaining identification processing region as a three-dimensional object region that projects a three-dimensional object existing in the imaging region; based on the differential polarization degree of the three-dimensional object region where the three-dimensional object area specifying means specified, and having a vehicle area identification means for performing vehicle area identification processing for identifying a vehicle area that reflects the vehicle in the imaging area Is.
According to a second aspect of the present invention, in the vehicle identification device according to the first aspect, the vehicle area identification means has a differential polarization degree of the three-dimensional object area specified by the three-dimensional object area specification means within a predetermined numerical range. It is determined whether or not there is an identification processing area that is determined to be within the numerical range as a window glass area that reflects a vehicle window glass, and the vehicle area identification process is performed using the identification result. It is characterized by this.
Further, the invention of claim 3, the vehicle identification device of claim 2, comprising a vehicle feature data storage means for storing vehicle characteristic data indicating characteristics of the vehicle, the vehicle area identification means, with the window glass area a brightness sum value between the two polarized images of the identified identification processing region there, using the vehicle characteristic data stored the vehicle feature data storing means, identification processing region in the vehicle area reflects the vehicle It is characterized by determining whether or not there is .
Also, the invention of claim 4 is the vehicle identification device according to any one of claims 1 to 3, brightness sum between the differential polarization degree calculation means differential polarization degree and the two calculated polarization image Environment detection means for detecting the environment of an object existing in the imaging region using the value, and road surface identification threshold correction means for correcting the road surface identification threshold based on the detection result of the environment detection means It is characterized by this.
The invention according to claim 5 is the vehicle identification device according to any one of claims 1 to 4, wherein the vehicle area other than the vehicle in the imaging area is excluded from the image area excluding the vehicle area identified by the vehicle area identification means. Specific solid object region identifying means for performing a specific solid object region identifying process for identifying a specific solid object region in which a predetermined specific solid object is projected is provided.
Results of our studies, although details will be described later, in a captured image captured with an imaging region including a vehicle traveling road Menjo, identification processing region reflects the vehicle is the identification object the imaging region It has been found that a high contrast can be obtained with the identification processing area in which other objects are projected. Moreover, the high contrast is maintained even if the influence of the environment in which the vehicle is placed (for example, the difference between sunny and rainy or cloudy, the difference between the sun and the shade) is different. The Accordingly, the present invention is therefore to identify the vehicle on the basis of the differential polarization degree, without being affected by the environment in which the vehicle is placed, it can be detected of the vehicle with high accuracy.
As mentioned above, according to this invention, the outstanding effect that the detection of the said other vehicle can be performed with high precision, without being influenced by the environment where the other vehicle is placed is acquired.
It is a functional block diagram of the driver assistance system concerning Embodiment 1. It is a flowchart which shows the outline | summary of the vehicle detection process in the driver | operator assistance system. It is explanatory drawing which shows one structural example of the polarization camera which can be utilized for the driver | operator assistance system. It is explanatory drawing which shows the other structural example of the polarization camera which can be utilized for the driver | operator assistance system. It is explanatory drawing which shows the further another structural example of the polarization camera which can be used for the driver | operator assistance system. It is explanatory drawing which shows the further another structural example of the polarization camera which can be used for the driver | operator assistance system. It is explanatory drawing which shows the further another structural example of the polarization camera which can be used for the driver | operator assistance system. It is explanatory drawing which shows the further another structural example of the polarization camera which can be used for the driver | operator assistance system. It is a flowchart which shows the flow of the process for discriminating a road surface and a solid object. It shows a differential polarization degree image obtained by imaging with a polarization camera mounted on a vehicle traveling on a highway. The image after performing the discrimination | determination process of a road surface and a solid object about the same differential polarization degree image is shown. It is a flowchart for discriminating whether a road surface in an imaging region is wet or dry. It is a flowchart for determining a vehicle candidate area | region from the area | region determined to be a solid object area | region. (A) is a monochrome luminance image on a sunny day imaged by a polarization camera installed in the vehicle so as to photograph the front of the vehicle in the traveling direction, and (b) is a differential polarization degree image thereof. (A) is a monochrome luminance image on a rainy day captured by a polarization camera installed in the vehicle so as to photograph the front of the vehicle in the traveling direction, and (b) is a differential polarization degree image thereof. It is explanatory drawing which shows the outline | summary of the experiment content which changes the light source position which illuminates an asphalt surface, and images a differential polarization degree image with a fixed arrangement camera. It is a graph which shows an example of the change of the difference polarization degree obtained by changing the light source position which illuminates an asphalt surface in a laboratory, and imaging with the fixed arrangement | positioning camera. It is a graph which shows an example of the change of the difference polarization degree obtained by changing the light source position which illuminates the window glass (front glass) surface of a vehicle in a laboratory, and imaging with the fixed arrangement camera. It is a graph which shows that the difference polarization degree at the time of imaging an asphalt surface on a rainy day does not have angle dependence with respect to an incident angle. It is a graph which shows that the difference polarization degree at the time of imaging the window glass (front glass) surface of a vehicle on a rainy day does not have angle dependence with respect to an incident angle. It is a functional block diagram of the driver assistance system concerning Embodiment 2. It is a flowchart which shows the outline | summary of the vehicle detection process in the driver | operator assistance system. It is a flowchart for determining a vehicle candidate area | region and a pedestrian candidate area | region from the area | region determined to be a solid object area | region.
Hereinafter, an embodiment in which the vehicle identification device according to the present invention is applied to a driver support system for reducing the driving load of a driver of the own vehicle (hereinafter referred to as “embodiment 1”). .).
FIG. 1 is a functional block diagram of the driver assistance system according to the first embodiment.
FIG. 2 is a flowchart showing an outline of the vehicle detection process in the driver assistance system of the first embodiment.
A polarization camera 10 as an imaging unit mounted on a vehicle (not shown) captures a landscape around the vehicle including a road surface (moving surface) on which the vehicle travels, and a vertical polarization intensity (hereinafter, referred to as a pixel processing unit) for each pixel (identification processing region) Polarized RAW image data including simply “S-polarized light intensity” and horizontal polarized light intensity (hereinafter simply referred to as “P-polarized light intensity”) is acquired (S1). The horizontally polarized image data obtained from the P polarized light intensity data included in the polarized RAW image data is stored in the horizontally polarized image memory 11, and the vertically polarized image data obtained from the S polarized light intensity data included in the polarized RAW image data is displayed in the vertically polarized image memory 12. Respectively. These image data are transmitted to the monochrome image processing unit 21 and the differential polarization degree image processing unit 22, respectively.
The polarization camera 10 captures a surrounding image having pixels of, for example, a megapixel size by an image sensor such as a charge-coupled device (CCD) or a complementary metal oxide semiconductor (CMOS) that is a light receiving element. It is preferable that the polarization camera 10 continuously acquires surrounding images at short time intervals close to real time. The polarization camera 10 may be attached to a room mirror, for example, to capture a landscape in front of the vehicle (a front view including a road surface), or attached to a side mirror, for example, to capture a landscape on the side of the vehicle. For example, it may be attached to a back door and may take an image of a landscape behind the vehicle. In the first embodiment, an example will be described in which a landscape (a front view including a road surface) attached to a rearview mirror is imaged.
FIG. 3 is an explanatory diagram illustrating a configuration example of the polarization camera 10.
As shown in FIG. 3, the polarization camera 10 </ b> A is configured such that a rotating polarizer 102 that is rotationally driven is disposed on the front surface of one camera 101 that includes an image sensor such as a CCD. In this polarization camera 10 </ b> A, the polarization direction of light passing therethrough changes according to the rotation angle of the rotating polarizer 102. Therefore, the camera 101 can capture the P-polarized image and the S-polarized image alternately by imaging while rotating the rotating polarizer 102.
FIG. 4 is an explanatory diagram illustrating another configuration example of the polarization camera 10.
As shown in FIG. 4, the polarization camera 10B uses two cameras 111 and 112 each having an image sensor such as a CCD, and transmits an S-polarized light filter 113 that transmits S-polarized light and a P-polarized light to the respective front surfaces. A P-polarization filter 114 is disposed. In the polarization camera 10A shown in FIG. 3, the P-polarized image and the S-polarized image were alternately captured by one camera 101, and thus the P-polarized image and the S-polarized image could not be taken simultaneously. With the polarization camera 10B shown in FIG. 4, a P-polarized image and an S-polarized image can be taken simultaneously.
FIG. 5 is an explanatory diagram showing still another configuration example of the polarization camera 10.
As shown in FIG. 5, the polarization camera 10C is the same as the polarization camera 10B shown in FIG. 4 in that the imaging elements are individually provided for the P-polarized image and the S-polarized image. The elements are greatly different in that they are arranged closer than in the polarization camera 10B shown in FIG. According to this polarization camera 10C, it can be made smaller than the polarization camera 10B shown in FIG. The polarizing camera 10C shown in FIG. 5 is formed by stacking a lens array 122, a light shielding spacer 123, a polarizing filter 124, a spacer 125, and a solid-state imaging unit 126. The lens array 122 has two imaging lenses 122a and 122b. The two imaging lenses 122a and 122b are formed of a single lens made of, for example, an aspheric lens having the same shape independent from each other, and the optical axes 121a and 121b are parallel to each other and on the same plane. It is arranged. The light shielding spacer 123 has two openings 123a and 123b, and is provided on the side opposite to the subject side with respect to the lens array 122. The two openings 123a and 123b are penetrated with a predetermined size centering on the optical axes 121a and 121b, respectively, and the inner wall surface is subjected to light reflection prevention processing by blackening, roughening or matting. The polarizing filter 124 is a region-dividing type polarizer filter having two polarizer regions 124 a and 124 b whose polarization planes are different by 90 degrees, and is provided on the side opposite to the lens array 122 with respect to the light shielding spacer 123. The polarizer regions 124a and 124b transmit non-polarized light whose electromagnetic field vibrates in an unspecified direction to linearly polarized light by transmitting only the vibration component (polarized component) in the direction along the polarization plane. Note that a region-divided polarizer filter with a clear boundary can be obtained by using a wire grid method formed with a metal fine concavo-convex shape or an auto-cloning photonic crystal method. The spacer 125 is formed in a rectangular frame shape having an opening 125 a through which regions corresponding to the polarizer regions polarized light a and polarized light b of the polarizing filter 124 pass, and is provided on the side opposite to the light shielding space 123 with respect to the polarizing filter 124. It has been. The solid-state image pickup unit 126 has two solid-state image pickup devices 126 a and 126 b mounted on a substrate 127, and is provided on the side opposite to the polarization filter 124 with respect to the spacer 125. In the first embodiment, in order to perform monochrome sensing, these solid-state imaging devices 126a and 126b do not include a color filter. However, a color filter is arranged when sensing a color image.
FIG. 6 is an explanatory diagram showing still another configuration example of the polarization camera 10.
As illustrated in FIG. 6, the polarization camera 10 </ b> D includes a half mirror 131 having a 1: 1 transmission, a reflection mirror 132, an S polarization filter 133, a P polarization filter 134, and an S polarization filter 133. It has an S-polarized CCD 135 that receives S-polarized light and a P-polarized CCD 136 that receives P-polarized light via a P-polarized filter 134. Although the polarization cameras 10B and 10C shown in FIGS. 4 and 5 can simultaneously capture an S-polarized image and a P-polarized image, parallax occurs. On the other hand, in the polarization camera 10D shown in FIG. 6, since the S light image and the P polarization image are simultaneously captured using the same light received through the same imaging optical system (lens) (not shown), the parallax is reduced. Does not occur. Therefore, processing such as parallax deviation correction is not necessary.
Instead of the half mirror 131, a polarizing beam splitter such as a prism that reflects P-polarized light and transmits S-polarized light may be used. By using such a polarization beam splitter, the S-polarization filter 133 and the P-polarization filter 134 can be omitted, the optical system can be simplified, and the light utilization efficiency can be improved.
FIG. 7 is an explanatory diagram showing still another configuration example of the polarization camera 10.
This polarization camera 10E is the same as the polarization camera 10C shown in FIG. 5 in that it is a unit in which camera components are stacked along the optical axis 141 of the imaging lens 142a as shown in FIG. The difference is that an S-polarized image and a P-polarized image are captured by a single imaging lens 142 (a plurality of imaging lenses may be stacked on the optical axis) 142. According to the polarization camera 10E, as in the polarization camera 10D shown in FIG. 6, no parallax occurs between the S-polarized image and the P-polarized image. Moreover, it can be made smaller than the polarizing camera 10D shown in FIG. The polarization filter 144 of the polarization camera 10E shown in FIG. 7 is a region-dividing polarizer filter in which two types of polarizer regions 144a and 144b having different polarization planes of 90 degrees are provided. Accordingly, four solid-state image sensors 146a, 146b, 146c, 146d are provided.
FIG. 8 is an explanatory diagram showing still another configuration example of the polarization camera 10.
As shown in FIG. 8, the polarization camera 10F employs a region division type filter. In FIG. 8, squares arranged vertically and horizontally indicate the light receiving unit 151 of each light receiving element, a region indicated by a vertical line indicates a region of the S polarization filter 152, and a region indicated by a horizontal line indicates the region of the P polarization filter 153. This polarization camera 10F is not made to correspond to the pixels of the light receiving element 1: 1, but the area of each filter 152, 153 has a width corresponding to one light receiving element in the horizontal direction, and the inclination of the boundary line of the area is 2. That is, it takes the shape of an oblique band having an angle that changes by two pixels in the vertical direction while proceeding by one pixel in the horizontal direction. By combining such a special filter arrangement pattern and signal processing, it is possible to reproduce each filter transmission image on the entire screen even if the alignment accuracy when joining the image sensor array and the area division filter is not sufficient. It is possible to realize a low-cost polarization camera that can capture an S-polarized image and a P-polarized image.
The monochrome image processing unit 21 calculates the monochrome luminance (P polarization intensity + S polarization intensity of the pixel) for each pixel from the P polarization intensity data and the S polarization intensity data in the horizontal polarization image memory 11 and the vertical polarization image memory 12. (S2). A monochrome luminance image can be generated from the monochrome luminance of each pixel. The monochrome luminance data calculated by the monochrome image processing unit 21 is output to the vehicle identification unit 26.
The differential polarization degree image processing unit 22 calculates the differential polarization degree for each pixel from the P polarization intensity data and the S polarization intensity data in the horizontal polarization image memory 11 and the vertical polarization image memory 12 (S3). From this differential polarization degree, a differential polarization degree image with the differential polarization degree of each pixel as the pixel value can be generated. The differential polarization degree is obtained from the calculation formula shown in the following formula (1). That is, the differential polarization degree is the ratio of the difference value (luminance difference value) between the P polarization intensity and the S polarization intensity to the total value (luminance total value) of the P polarization intensity and the S polarization intensity. The differential polarization degree can be paraphrased as a difference value between the ratio of the P deflection intensity to the total luminance value (P polarization ratio) and the ratio of the S deflection intensity to the total luminance value (S polarization ratio). In the first embodiment, the case where the S polarization intensity is subtracted from the P polarization intensity will be described. However, the P polarization intensity may be subtracted from the S polarization intensity. The differential polarization degree data calculated by the differential polarization degree image processing unit 22 is output to the road surface / three-dimensional object determination unit 23.
Differential polarization degree = (P polarization intensity−S polarization intensity) / (P polarization intensity + S polarization intensity) (1)
The road surface / three-dimensional object discriminating unit 23 discriminates an image region showing the road surface and an image region showing the three-dimensional object from the differential polarization degree image based on the differential polarization degree calculated by the differential polarization degree image processing unit 22 (S4). .
FIG. 9 is a flowchart showing a flow of processing for discriminating a road surface and a three-dimensional object.
When the road surface / three-dimensional object discriminating unit 23 receives the differential polarization degree data from the differential polarization degree image processing unit 22, first, a threshold value for binarizing the differential polarization degree image is set (S41). The difference polarization degree image is binarized by using (S42). Specifically, a binary image is created by assigning “1” to pixels having a differential polarization degree equal to or greater than a predetermined threshold and assigning “0” to pixels that do not. Thereafter, in the binarized image, when pixels assigned with “1” are close to each other, a labeling process for recognizing them as one image area is performed (S43). As a result, a set of a plurality of adjacent pixels having a high difference polarization degree is extracted as one high difference polarization degree region. Each high differential polarization degree region extracted in this way is compared with road surface feature data stored in a storage unit (not shown) as road surface feature data storage means, and the high difference polarization degree region that matches the road surface feature data. Is extracted as a road surface area (S44).
More specifically, the number of adjacent pixels having a high differential polarization degree is measured, and when the measured value exceeds a predetermined threshold value, a set of those pixels is extracted as one high differential polarization degree region. Thereafter, the dispersion of the pixel values of a plurality of pixels extracted as one high-difference polarization degree region and the standard deviation are calculated, for example, to determine the dispersion of these pixel values. When the variation in pixel values is small, specifically, for example, when the variance or standard deviation of pixel values does not exceed a predetermined threshold (road surface feature data), the one high-difference polarization degree region is set as a road surface region. Extract.
A more specific example of the road surface area extraction method will be described.
First, autocorrelation image data for the extracted high-difference polarization degree region is generated using an L × L window. “L” is an arbitrary number of pixels. In the first embodiment, autocorrelation image data φ (τ, η) is calculated using the following equation (1). Note that f (x, y) in this equation indicates input image data, that is, the pixel value of the extracted high-difference polarization degree region, and “τ” and “η” indicate correlation distances. The integration range corresponds to the size of the window.
When autocorrelation image data is generated in this way, the symmetry shown in the following equation 2 and the particle size shown in the following equation 3 are calculated as index value data for comparison with road surface feature data.
“Σx” used to calculate symmetry and particle size is an x-direction granularity (an index value indicating the degree of change in the pixel value in the window, and an index value indicating the degree of roughness of the image on the image) “Σy” indicates the granularity in the y direction. These granularities σx and σy can be calculated from the autocorrelation image data using the following arithmetic expressions. Note that “Ex” in the expression shown in the following equation 4 represents the center of gravity in the x direction, and “Ey” represents the center of gravity in the y direction.
When the symmetry and particle size calculated in this way fall within predetermined numerical ranges, the extracted high-difference polarization degree region is extracted as a road surface region. At this time, the difference polarization degree (pixel value of the difference polarization degree image) of the extracted high difference polarization degree region falls within a predetermined numerical range, and the monochrome luminance (pixel value of the monochrome brightness image) of the extracted high difference polarization degree region. ) Falls within a predetermined numerical range, and the granularity σx, σy of the extracted high differential polarization degree region falls within the predetermined numerical range. It is good also as conditions.
After extracting the road surface area by such a method, the shape of the road surface area is estimated by comparing with the road surface shape pattern (S45), and both ends of the road surface area, that is, the road edge lines are specified. Thereafter, the remaining image area other than the extracted road surface area is extracted as a three-dimensional object area in which a three-dimensional object is projected (S46).
FIG. 10 shows a differential polarization degree image obtained by imaging with a polarization camera 10 mounted on a vehicle traveling on a highway.
FIG. 11 shows an image after the road surface and the three-dimensional object are subjected to the differential polarization degree image.
An image area of a black portion in the image shown in FIG. 11 is a portion extracted as a road surface area. Moreover, the line shown with the dotted line in the image shown in FIG. 11 is a road edge line.
FIG. 12 is a flowchart for determining whether the road surface in the imaging region is wet or dry.
In the first embodiment, the generated differential polarization degree image and monochrome luminance image are used to determine whether the road surface in the imaging region is wet or dry, and used for vehicle detection processing described later. In this road surface state determination process, first, for a monochrome luminance image, it is determined whether or not the luminance value at a specific location in the road surface area excluding the white line provided on the road surface is equal to or greater than a predetermined threshold (S71). When it is determined that the luminance value is less than the predetermined threshold, it is determined that the road surface is wet (S74). On the other hand, if it is determined that the luminance value is equal to or greater than a predetermined threshold value, then, for the differential polarization degree image, the differential polarization degree at the specific location in the road surface area excluding the white line provided on the road surface is predetermined. It is determined whether or not it is equal to or less than a threshold value (S72), and when it is determined that the differential polarization degree exceeds a predetermined threshold value, it is determined that the road surface is wet (S74). On the other hand, when it is determined that the differential polarization degree is equal to or less than the predetermined threshold, it is determined that the road surface is in a dry state (S73). Note that the threshold for the monochrome luminance image and the threshold for the differential polarization degree image used in the road surface state determination process are determined by a prior experiment.
In the first embodiment, a sample image of each differential polarization degree image is learned for a wet road surface and a dry road surface, and optimal binarization processing corresponding to each road surface state used in S42 is performed. The threshold value is determined in advance. Then, in accordance with the road surface state determined by the road surface state determination process shown in FIG. 12, a threshold value suitable for the road surface state is selectively used to perform binarization processing of the differential polarization degree image in S42.
The vehicle candidate area determination unit 24 determines a vehicle candidate area from the areas determined to be a three-dimensional object area in S46 using the characteristics of the differential polarization degree of light from the window glass of the vehicle. (S5).
FIG. 13 is a flowchart for determining a vehicle candidate area from among the areas determined to be solid objects areas.
The vehicle candidate area determination unit 24 determines whether or not the differential polarization degree is equal to or greater than a predetermined threshold value for each solid object area determined by the road surface / three-dimensional object determination unit 23 (is within a predetermined numerical range). No) is detected, and a three-dimensional object region having a differential polarization degree equal to or greater than a predetermined threshold is detected (S51). Next, it is checked whether or not the area of the three-dimensional object region detected in this way is within the area range corresponding to the window glass of the vehicle (S52). Then, it is checked whether or not the three-dimensional object region that has passed this check has a shape corresponding to the window glass of the vehicle, and the three-dimensional object region that has passed this check is determined as the vehicle rear region (S53).
The vehicle identification unit 26 uses the monochrome luminance image obtained from the monochrome luminance data calculated by the monochrome image processing unit 21, and uses the pattern matching method based on the vehicle feature amount pattern stored in the vehicle feature amount pattern storage unit 25, to It is identified whether the candidate vehicle area determined by the candidate area determination unit 24 is a vehicle area. As this pattern matching method, known methods can be widely used. For example, a pattern matching method using a feature amount such as a HOG feature based on gradient information in a local region can be used. Regarding the pattern matching method, for example, “Vehicle detection by two-stage AdaBoost using Joint HOG feature” (Takahiro Ozaki, Satoshi Yamauchi, Hironobu Fujiyoshi, Dynamic Image Processing Realization Workshop (DIA2008), p. 101. -106, 2008) is helpful.
In the first embodiment, for example, a monochrome luminance image (generated by using the luminance data calculated by the monochrome image processing unit) is displayed on the display unit (display) 27 that is an in-vehicle information notification unit including a CRT, a liquid crystal, and the like. The front view image) is displayed, and information indicating the area in which the other vehicle is displayed is displayed in a display form that is easy for the driver to view in order to inform the driver of useful information. According to this, for example, even in a situation where it is difficult for the driver to visually recognize the other vehicle, the driver can view the relative position between the host vehicle and the other vehicle by looking at the front view image on the display unit. The positional relationship can be grasped, and it is easy to travel safely without colliding with another vehicle.
In addition, the vehicle control unit 28 according to the first embodiment performs a process of grasping the relative positional relationship between the own vehicle and the other vehicle from the position information of the vehicle area identified by the vehicle identification unit 26, for example. It is determined whether or not the vehicle is approaching another vehicle, and processing for generating an alarm sound or the like when the vehicle approaches another vehicle is performed. Or when approaching another vehicle, you may perform the process which performs an automatic brake function and reduces the traveling speed of the own vehicle.
Next, in the processing contents of the vehicle candidate area determination unit 24, the reason why the vehicle candidate area can be detected simply and with high accuracy using the contrast of the image area that displays the window glass of the other vehicle in the differential polarization degree image will be described. To do.
FIG. 14 is a photographed image on a sunny day taken by the polarization camera 10 installed in the vehicle so as to photograph the front in the traveling direction of the host vehicle. FIG. 14 (a) is a monochrome luminance image, and FIG. 14 (b). Is a differential polarization degree image.
Comparing these monochrome luminance images with the differential polarization degree image, the differential polarization degree image of FIG. 14B is more similar to the monochrome luminance image shown in FIG. It can be confirmed that the vehicle windshield) is clearly displayed. In other words, on a clear day, the differential polarization degree image provides a higher contrast image that makes the window glass of the other vehicle stand out than the monochrome luminance image.
FIG. 15 is a photographed image on a rainy day photographed by the polarization camera 10 installed in the vehicle so as to photograph the front of the vehicle in the traveling direction. FIG. 15A is a monochrome luminance image, and FIG. Is a differential polarization degree image.
Even when these monochrome luminance images and the differential polarization degree image are compared, the differential polarization degree image of FIG. 15B is more window glass of the other vehicle than the monochrome luminance image shown in FIG. It can be confirmed that (the windshield of the oncoming vehicle) is prominently projected. That is, even on a rainy day, the differential polarization degree image provides a higher contrast image that highlights the window glass of the other vehicle than the monochrome luminance image.
Here, the reason why such a difference in contrast occurs between the monochrome luminance image and the differential polarization degree image of the vehicle window glass will be described.
In general, with regard to monochrome luminance images, the contrast is high in the sunlit scene (environment) in the daytime, as is also felt in daily life, but the scene (such as a shaded, rainy or cloudy day) is not exposed. (Environment) has a low contrast. On the other hand, high contrast can be obtained for the differential polarization degree image in any of these environments for the following reasons.
FIG. 17 is a graph showing an example of a change in the degree of differential polarization obtained by changing the position of the light source that illuminates the asphalt surface in the laboratory and capturing an image with a fixed arrangement camera.
FIG. 18 is a graph showing an example of changes in the degree of differential polarization obtained by changing the position of the light source that illuminates the window glass (front glass) surface of the vehicle in the laboratory and capturing images with a fixed camera. It is.
In these graphs, the horizontal axis represents the incident angle (light source position), and the vertical axis represents the differential polarization degree. The camera elevation angle is tilted 10 degrees from the horizontal. The differential polarization degree here is calculated from a region at a substantially central portion of the captured image at each incident angle. The differential polarization degree in these graphs is the ratio of the value obtained by subtracting the S polarization component from the P polarization component to the total value of the P polarization component (Rp) and the S polarization component (Rs). Therefore, when the P polarization component is stronger than the S polarization component, the differential polarization degree takes a positive value, and when the S polarization component is stronger than the P polarization component, the differential polarization degree is negative. Will take the value.
The differential polarization degree changes in accordance with the refractive index, the incident angle from the light source to the subject, and the angle from the subject to the camera. The asphalt surface, which is a general road surface, is a scattering surface, and microscopically, Fresnel reflection is established, but when viewed macroscopically, they can be expressed by a scattering model that exists with a certain probability distribution. Therefore, the absolute value of the differential polarization degree does not become “1”. On the other hand, since the windshield surface of the vehicle is a smooth surface, the Fresnel reflection formula can be applied as it is. Therefore, as shown in FIG. 18, the differential polarization degree takes a value close to −1 at a specific angle.
Comparing these graphs, it can be understood that the difference in the degree of polarization is different between the asphalt surface and the vehicle windshield surface regardless of the angle of incidence (light source position). . Further, according to the experiments by the present inventors, it has been found that the characteristic of the differential polarization degree for the vehicle body part usually shows an intermediate characteristic between the asphalt surface and the windshield surface. There is a difference between the glass surface. Therefore, on a clear day as shown in FIG. 14, the degree of differential polarization of the asphalt surface and the vehicle body portion projected around the windshield surface of the vehicle is caused by the difference in the material, etc. The difference in degree of polarization is greatly different. Therefore, in the differential polarization degree image, the windshield of the vehicle can be seen conspicuously with respect to the periphery thereof, and high contrast can be obtained.
Since the light source on a clear day is direct light from a specific direction illuminated by the sun, the differential polarization degree obtained from the image captured by the polarization camera 10 with the road surface or the windshield of another vehicle mounted on the vehicle is It changes depending on the altitude and direction of the sun. However, as described above, even if the altitude or direction of the sun changes, a high contrast between the windshield of the vehicle and its peripheral portion can be obtained. Therefore, on a clear day, an image region showing a differential polarization degree exceeding a predetermined threshold in the differential polarization degree image can be identified with high accuracy as a vehicle windshield.
Next, a rainy day as shown in FIG. 15 will be described.
The light source on a rainy day is not direct light from a specific direction illuminated by the sun, but indirect light illuminated uniformly from the sky. When indirect light from the sky is the light source, such as on a rainy day, light is evenly applied to the road surface and vehicle windshield from each altitude and direction from the sky, so the difference corresponding to the road surface Neither the polarization degree nor the differential polarization degree corresponding to the windshield of the vehicle has an angle dependency on the incident angle, as shown in FIGS. In this experiment, the differential polarization degree corresponding to the road surface on a rainy day is constant at a value corresponding to the approximate average value of the graph shown in FIG. 17, as shown in FIG. Similarly, as shown in FIG. 20, the degree of differential polarization corresponding to the windshield of a car on a rainy day is constant at a value corresponding to the approximate average value of the graph shown in FIG. And when the differential polarization degree between the road surface and the windshield of a car on a rainy day is compared, it turns out that a big difference arises in the differential polarization degree between these. Further, the differential polarization degree of other objects (such as the body part of the vehicle) projected around the front windshield surface of the vehicle is also greatly different from the differential polarization degree of the windshield. Therefore, in the differential polarization degree image, even on a rainy day, the windshield of the vehicle becomes conspicuous with respect to the peripheral portion, and high contrast is obtained. Therefore, even on a rainy day, an image region showing a differential polarization degree exceeding a predetermined threshold in the differential polarization degree image can be identified with high accuracy as a vehicle windshield. Note that the same result as that on a rainy day can be obtained even in a cloudy day or in a shaded environment.
In addition, the optimal threshold value for detecting the window glass of a vehicle using a difference polarization degree may differ on a clear day and a rainy day. In this case, for example, it is determined whether the day is a sunny day or a rainy day using the result of the road surface state determination process shown in FIG. 12, and the threshold value used is switched according to the determination result. That's fine.
In the first embodiment, the window glass of the other vehicle is identified with high accuracy using the differential polarization degree image, and the vehicle feature amount pattern matching is performed after narrowing down the vehicle candidate region from the identification result. On the other hand, there is a great advantage that the processing speed is faster than the case where the pattern matching of the vehicle feature amount is suddenly performed.
Next, another embodiment (hereinafter, this embodiment is referred to as “embodiment 2”) in which the vehicle identification device according to the present invention is applied to a driver assistance system similar to that of the first embodiment will be described.
In the first embodiment, after distinguishing the road surface and the three-dimensional object (S4), the vehicle candidate area is determined from the three-dimensional object area using the characteristic of the differential polarization degree of the light from the window glass of the vehicle. (S5) Finally, an image area of another vehicle is detected from the candidate vehicle areas (S6). In the second embodiment, not only other vehicles but also other types of three-dimensional objects (in the second embodiment, a pedestrian will be described as an example) are detected from the three-dimensional object region. In the following description, differences from the first embodiment will be described, and description of the same points as in the first embodiment will be omitted.
FIG. 21 is a functional block diagram of the driver assistance system according to the second embodiment.
FIG. 22 is a flowchart illustrating an outline of vehicle detection processing in the driver assistance system of the second embodiment.
FIG. 23 is a flowchart for determining a vehicle candidate region and a pedestrian candidate region from the regions determined to be solid object regions in the second embodiment.
In the second embodiment, the vehicle candidate area determination unit 24 first applies to the image area (three-dimensional object area) on which the three-dimensional object determined by the road surface / three-dimensional object determination unit 23 is projected, as in the first embodiment. The vehicle candidate region 1 is detected using the characteristic of the differential polarization degree that the light from the window glass of the vehicle has (S51 to S53). Subsequently, in the second embodiment, the vehicle candidate region determination unit 24 further determines the vehicle candidate region 2 from the shape characteristic of the vehicle on the image (S54). Specifically, first, with respect to the remaining area excluding the vehicle candidate area 1 from the three-dimensional object area, within a predetermined numerical range determined using the characteristics of the differential polarization degree of the light from the vehicle body part. An image region in which pixels including the differential polarization degree are collected is extracted. Then, a circumscribed rectangle of the extracted image area is created, and the aspect ratio of the circumscribed rectangle is calculated. When the aspect ratio matches the shape characteristic of the vehicle, the image area is detected as the vehicle candidate area 2 (S54). And the vehicle candidate area | region 1 and the vehicle candidate area | region 2 which were detected in this way are determined as a vehicle candidate area | region (S55). It should be noted that the vehicle candidate area determined in this way is subsequently identified by the vehicle identification unit 26 as to whether or not it is finally a vehicle area by the same method as in the first embodiment (S6 ').
Moreover, in this Embodiment 2, in the pedestrian candidate area | region determination part 31, with respect to the remaining area | region remove | excluding the vehicle candidate area | region from the solid object area | region, a pedestrian candidate area | region is calculated from the pedestrian's shape characteristic on an image. Determine (S56). Specifically, first, a circumscribed rectangle is created for the remaining area excluding the vehicle candidate area from the three-dimensional object area, and the aspect ratio of the circumscribed rectangle is calculated. If this aspect ratio matches the pedestrian's shape characteristics, the image area is determined as a pedestrian candidate area (S56). The pedestrian candidate area determined in this manner is then used in the pedestrian identification unit 32 in the same manner as the vehicle area identification method performed by the vehicle identification unit 26 in the first embodiment, and finally the pedestrian area. Is identified (S6 ′).
As described above, the vehicle identification device according to the first and second embodiments has two polarized light beams having different polarization directions (including the polarization directions included in the light from the imaging region including the road surface on which the vehicle travels and the vehicle traveling on the road surface). The polarization camera 10 as an imaging unit that receives the P-polarization component and the S-polarization component) and captures the respective polarization images (P-polarization image and S-polarization image), and the P-polarization image and the S-polarization captured by the polarization camera 10 The image is divided into predetermined identification processing areas, and the degree of differential polarization indicating the ratio of the luminance difference value between the P-polarized image and the S-polarized image to the total luminance value between the P-polarized image and the S-polarized image for each identification processing area. a differential polarization degree image processing section 22 as the polarization ratio calculating means for calculating a, based on the differential polarization degree of the identification processing area differential polarization degree image processing unit 22 calculates, car imaging area And vehicle candidate region determination part 24 as a vehicle area identifying means for identifying a vehicle area that reflects the and a vehicle identification unit 26. Specifically, in the vehicle candidate region determination unit 24, whether or not the differential polarization degree of each identification processing region calculated by the differential polarization degree image processing unit 22 is within a predetermined numerical range (a range equal to or greater than a predetermined threshold). determines the identification processing area is determined to be within the numerical range is identified as the window glass area reflects the window glass of a vehicle, it identifies the vehicle area from the identification result. As a result, as described above, the identification processing area (window glass area) that reflects the window glass of the vehicle that is the identification target is another object in the imaging area (the road surface around the window glass of the vehicle , A high contrast can be obtained with an identification processing area in which a vehicle body part or the like is projected. As described above, the differential polarization degree of the identification processing area that reflects the vehicle body part also shows a value that is significantly different from the differential polarization degree of an object (such as a window glass or a road surface of the vehicle ) that is present in the surrounding area. High contrast can be obtained. Moreover, with regard to the vehicle exterior such as the window glass and the vehicle body part, even if the environment where the vehicle is placed is a sunny day, it is a rainy day or a cloudy day, the same high contrast Even if the environment in which the vehicle is placed is sunny or shaded, high contrast can be obtained similarly. Therefore, other vehicles can be identified with high accuracy without being affected by the environment.
In the first and second embodiments, the three-dimensional object region in which the three-dimensional object existing in the imaging region is projected is specified based on the differential polarization degree of each identification processing region calculated by the differential polarization degree image processing unit 22. A road surface / three-dimensional object discriminating unit 23 is provided as a three-dimensional object region specifying means, and the vehicle candidate region determining unit 24 sets a numerical value of the difference polarization degree of the differential polarization degree of the three-dimensional object region specified by the road surface / three-dimensional object discrimination unit 23. Determine whether it is within range. Therefore, the vehicle candidate area determination unit 24 narrows down the identification processing areas that are highly likely to show the vehicle from all the identification processing areas, and then the differential polarization degree is within the numerical range with respect to the narrowed areas. Therefore, since the window glass area identification process is performed, the processing speed can be improved as compared with the case where the window glass area identification process is performed for all the identification process areas.
In particular, in the first and second embodiments, the road surface / three-dimensional object determination unit 23 includes a storage unit as a road surface feature data storage unit that stores road surface feature data indicating road surface characteristics, and the differential polarization degree image processing unit 22. After comparing the differential polarization degree of each identification processing area calculated with the predetermined road surface identification threshold value and binarizing each identification processing area, the road surface is projected using the road surface characteristic data stored in the storage unit. The identified identification area is identified as a road area, and the remaining identification area is a three-dimensional object area. By performing such processing, the three-dimensional object region can be specified quickly and accurately.
In the first and second embodiments, the road surface / three-dimensional object determination unit uses the differential polarization degree calculated by the differential polarization degree image processing unit 22 and the luminance total value (monochrome luminance) between the P-polarized image and the S-polarized image. Then, the environment of the object existing in the imaging region (whether the road surface state is dry or wet) is detected, and the road surface identification threshold value is corrected based on the detection result. Therefore, even if the environment is different, the road surface can be detected with high accuracy, and therefore the three-dimensional object region can be identified with high accuracy.
In Embodiment 1 and 2, the vehicle feature amount pattern memory 25 as the vehicle characteristic data storage means for storing vehicle characteristic data indicating characteristics of a vehicle is provided, the vehicle identification unit 26, if it is window glass region by using the vehicle characteristic of the monochrome brightness and vehicle feature amount pattern memory unit 25 of the identified identification processing area, the identification processing region is determined whether the vehicle region reflects the vehicle. Thereby, the other vehicle area can be identified with higher accuracy.
Further, in the second embodiment, a pedestrian area (specifying a pedestrian that is a predetermined specific three-dimensional object other than the vehicle in the imaging area is displayed on the image area excluding the vehicle area identified by the vehicle area identifying unit. It has a pedestrian candidate area determination unit 31 and a pedestrian identification unit 32 as specific three-dimensional object area identification means for performing a pedestrian identification process (specific three-dimensional object area identification process) for identifying a three-dimensional object area. Thus, to identify the pedestrian area from the image area excluding the vehicle region identified with high accuracy, it is less that misrecognized vehicle area as a pedestrian area, thereby improving the identification accuracy of the pedestrian area . In the second embodiment, the case where the specific three-dimensional object is a pedestrian has been described as an example. However, as the specific three-dimensional object, a three-dimensional object other than a vehicle is present near the road end of the traveling road surface. The road surface is different from roadside obstacles such as guardrails, telephone poles, street lamps, signs, roadside obstacles such as roadside steps, pedestrians on the road surface or shoulders, animals, bicycles, etc. Any solid object having a facing outer surface is included.
In addition, although the driver | operator assistance system which concerns on this Embodiment 1 and 2 is mounted in the vehicle, the whole system does not necessarily need to be mounted in the vehicle. Therefore, for example, only the polarization camera 10 may be mounted on the own vehicle, and the remaining system components may be remotely arranged at a location different from the own vehicle. In this case, a system in which a person other than the driver objectively grasps the traveling state of the vehicle can be provided.
DESCRIPTION OF SYMBOLS 10 Polarization camera 11 Horizontal polarization image memory 12 Vertical polarization image memory 21 Monochrome image processing part 22 Differential polarization degree image processing part 23 Road surface / three-dimensional object discrimination | determination part 24 Vehicle candidate area | region determination part 25 Vehicle feature-value pattern memory | storage part 26 Vehicle identification part 27 Display unit 28 Vehicle control unit 31 Pedestrian candidate area determination unit 32 Pedestrian identification unit
JP 2010-14706 A
An imaging means for receiving the two polarized light the polarization direction contained in the light different from the imaging area including a vehicle traveling road Menjo, images the respective polarized image,
The two polarized images captured by the imaging unit are each divided into predetermined identification processing areas, and the luminance difference value between the two polarized images with respect to the total luminance value between the two polarized images is divided for each identification processing area. A differential polarization degree calculating means for calculating a differential polarization degree indicating a ratio;
Road surface feature data storage means for storing road surface feature data indicating the characteristics of the road surface;
The road surface feature data storage means is stored after comparing the differential polarization degree of each identification processing area calculated by the differential polarization degree calculating means with a predetermined road surface identification threshold value and binarizing each identification processing area. A three-dimensional object region is identified as a three-dimensional object region that identifies a three-dimensional object that projects a solid object existing in the imaging region. Object area specifying means;
Based on the differential polarization degree of the three-dimensional object region identified by the above three-dimensional object area specifying means, and characterized in that it has a vehicle area identification means for performing vehicle area identification process of identifying the vehicle region reflects the vehicle in the imaging area Vehicle identification device.
The vehicle identification device according to claim 1,
The vehicle area identifying means determines whether or not the degree of differential polarization of the three-dimensional object area specified by the three-dimensional object area specifying means is within a predetermined numerical range, and the identification determined to be within the numerical range the processing region is identified as the window glass area reflects the window glass of a vehicle, vehicle identification system which is characterized in that the vehicle area identification process using the identification result.
The vehicle identification device according to claim 2,
It has a vehicle characteristic data storage means for storing vehicle characteristic data indicating characteristics of the vehicle,
The vehicle area identifying means uses the brightness sum value between the two polarized images of the identification processing regions identified as the window glass area, and a vehicle characteristic data stored the vehicle feature data storing means, A vehicle identification apparatus for determining whether or not the identification processing area is a vehicle area in which a vehicle is projected.
In the vehicle identification device according to any one of claims 1 to 3 ,
Environment detection means for detecting the environment of an object existing in the imaging region using the difference polarization degree calculated by the difference polarization degree calculation means and the luminance total value between the two polarization images;
A vehicle identification apparatus comprising: a road surface identification threshold correction unit that corrects the road surface identification threshold based on a detection result of the environment detection unit.
The vehicle identification device according to any one of claims 1 to 4 ,
Specification for performing a specific three-dimensional object region identification process for identifying a specific three-dimensional object region in which a predetermined specific three-dimensional object other than the vehicle in the imaging region is projected on the image region excluding the vehicle region identified by the vehicle region identification means. A vehicle identification device having a three-dimensional object region identification means.
JP2011242374A 2010-12-08 2011-11-04 Vehicle identification device Active JP5867807B2 (en)
JP2010274105 2010-12-08
JP2011242374A JP5867807B2 (en) 2010-12-08 2011-11-04 Vehicle identification device
US13/310,001 US8908038B2 (en) 2010-12-08 2011-12-02 Vehicle detection device and vehicle detection method
EP20110191965 EP2463806A1 (en) 2010-12-08 2011-12-05 Vehicle detection device and vehicle detection method
JP2012138077A JP2012138077A (en) 2012-07-19
JP5867807B2 true JP5867807B2 (en) 2016-02-24
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JP2011242374A Active JP5867807B2 (en) 2010-12-08 2011-11-04 Vehicle identification device
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EP (1) EP2463806A1 (en)
JP (1) JP5867807B2 (en)
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