KR102459218B1 - A method for providing three-dimensional visibility information and a navigation system and a mobility and a program using the same - Google Patents

Abstract

The present invention relates to a visibility information providing method which is capable of providing visibility information considering both location and direction with high accuracy. The method comprises: a step (A) in which when a route (P) and a route traveling direction (Dp0) are input to a route data calculation module (131), the route data calculation module (131) checks route location coordinates (Sp) constituting the route (P) and further uses the input route traveling direction (Dp0) so as to check a movement direction (Dp) in each route location coordinates (Sp); and a step (B) in which a visibility information calculation module (121) calculates visibility information by setting the route location coordinates (Sp) as reference coordinates (s0) in each of the route location coordinates (Sp) and setting a direction (D) as the movement direction (Dp) so that the visibility information in each of the route location coordinates (Sp) included in the route (P) is calculated and provided.

Description

A method for providing three-dimensional visibility information and a navigation system and a mobility and a program using the same}

The present invention relates to a transceiver device such as lidar and radar, and a convergence technology of atmospheric science and artificial intelligence. It relates to technology that provides accurate correction information by applying it.

Visibility refers to the maximum visible distance through which an object or light is visible. Visibility is shortened when there is fog or there is a lot of air pollutants.

Visibility is important information for the safe driving of a mobility moving at high speed. In particular, it is used as an important indicator for determining whether an aircraft is operating and taking off and landing.

Typical visibility measurements are made by humans. At the airport, a flag, an object for measuring visibility, is installed at a height of 2.5 m near the runway, and a professional observer determines the visibility and announces it.

It may also be measured using an instrument such as a visibility meter. After securing an image including the object for measurement of visibility through the camera, the visibility system calculates the visibility through the degree of clarity of the object in the image. Artificial intelligence can also be applied here.

Korean Patent No. 10-1912874 discloses a technology for measuring visibility using light irradiation. In this patent, the visibility reduction unit is calculated by irradiating light and receiving and analyzing the scattered light.

The correction in all the described prior art has the following problems in common.

First, there is no directionality of visibility measurement. Visibility at a specific location may vary depending on the direction (eg, visibility to the north is 8 km but visibility to the west is 5 km). does not Visibility information that does not consider the direction alone cannot determine which direction to move to improve visibility from the viewpoint of an aircraft or vehicle that must determine the route, and how to determine the route if visibility is considered. If it is a moving object capable of autonomous driving, it can have a big impact on safety as the uncertainty in autonomous driving increases due to the deterioration of the sensors at low visibility. For this reason, it is necessary to find a road with good visibility and drive it on a safe road, whether a vehicle is operated by autonomous driving or a human driving.

Second, visibility is measured only close to the ground. An aircraft needs to check the visibility at the surface or at a certain high altitude, especially during takeoff and landing, but the current visibility information reflects only the visibility at the surface and does not include directional visibility by altitude.

Third, the visibility measurement method using light irradiation judges the visibility by the degree of atmospheric scattering absorption by the light transmission method at one location or two points at a close distance. In this case, visibility is decreasing in the area where fog is generated, but in the case of a point-based or light transmission type visibility measuring device, if the fog is not affected at the location, there may be a problem that the visibility is judged to be good. It does not reflect the spatial non-uniformity of visibility.

Japanese Patent Laid-Open Patent 2020-042020 A Korean Patent Registration 10-1912874 B US Patent 11,194,043 B2

The present invention has been devised to solve the above problems.

Specifically, it is intended to solve the problem of low accuracy and inability to consider directions when calculating visibility information in the existing method, and to provide a navigation system, a moving object, and a program using this method.

An embodiment of the present invention for solving the above problems is a transceiver device ( 10), but by inputting a rear signal to the visibility model to calculate and provide visibility information, the method comprising: a rear signal information acquisition module 111 electrically connected to the transceiver device 10 and a visibility information calculation module (121), when one or more of the transceiver device 10 receives a rear signal by irradiating electromagnetic waves in a three-dimensional omnidirectional direction, the rear signal information acquisition module 111 electrically connected thereto is a preset three-dimensional When the rear signal information (L(s)) is obtained for each position coordinate (s) within the limit range, and the reference coordinate (s0) and the direction (D) are input to the correction information operation module 121, the correction information operation module ( 121) calculates visibility information from the input reference coordinate s0 to the input direction D using the obtained rear signal information L(s), and the rear signal information L(s)) includes the intensity of the rear signal in the position coordinates (s), the position coordinates (s) are three-dimensional coordinates divided by preset unit values, (A) the path P in the path data operation module 131 and When the path proceeding direction Dp0 is input, the path data operation module 131 checks the path position coordinates Sp constituting the path P, and further uses the input path proceeding direction Dp0. checking the moving direction Dp in the path position coordinates Sp, and confirming the path position coordinates Sp and the moving direction Dp; and (B) the correction information calculation module 121 sets the path position coordinate Sp as the reference coordinate s0 and the movement direction Dp as the direction D in each path position coordinate Sp. By calculating , there is provided a method comprising the step of calculating and providing visibility information at each path position coordinate Sp included in the path P.

In addition, after the step (B), (C1) the output module 132 outputs the path P, but outputs the correction information at each path position coordinate Sp confirmed in the step (B) together. It is preferable to further include.

In addition, after the step (B), (C2) the low visibility warning module 132 determines whether the value of the visibility information in each path position coordinate Sp identified in the step (B) is less than or equal to a preset lower limit value And, it is preferable to further include the step of warning the low visibility of the output module 133 with respect to the path position coordinates (Sp) corresponding to this when determined as follows.

In addition, it is preferable that the route data calculation module 131 , the low visibility warning module 132 , and the output module 133 are provided in the movable body 30 .

In addition, the moving object 30 is equipped with an autonomous driving function, and in step (C2), (C21) the low visibility warning module 132 checks each path position coordinate Sp confirmed in step (B). Further comprising the step of determining whether the value of the correction information is less than or equal to the preset lower limit, and warning the autonomous driving error by the output module 133 with respect to the corresponding route position coordinate Sp when it is determined to be less than or equal to the lower limit it is preferable

In addition, the mobile body 30 is provided with a navigation system 20, and in step (A), (A1) the navigation system 20 calculates two or more routes P and a route progress direction Dp0. and inputting the path P and the path progress direction Dp0 to the path data calculation module 131, wherein the step (B) includes: (B1) the correction information calculation module 121 It is preferable to include the step of calculating visibility information in the path position coordinates (Sp) included therein for each of the two or more paths (P).

In addition, after the (B1) step, (C3) the low visibility warning module 132 for each of the two or more paths (P) identified in the (B1) step, the visibility information in each path location coordinates (Sp) The method may further include outputting, by the output module 133, a path including the path position coordinates Sp determined to be less than or equal to the low visibility path by determining whether the value is equal to or less than the preset lower limit value.

In addition, before the step (A), (A01) when the transceiver device 10 receives a rear signal by irradiating electromagnetic waves in all three-dimensional directions, the rear signal information acquisition module 111 electrically connected thereto is preset obtaining rear signal information (L(s)) for each position coordinate (s) within a three-dimensional limit range; (A02) obtaining, by the correction information acquisition module 113, actual correction information at the location of the transceiver device 10; and (A03) the visibility model generation module 114 uses the rear signal information (L(s)) for each position coordinate (s) obtained in the step (A01) as an input variable, and the visibility obtained in the step (A02) and generating the visibility model using the information as an output variable, wherein the step (B) is, (B01) When one or more of the transceiver devices 10 receive a rear signal by irradiating electromagnetic waves in all three-dimensional directions , obtaining, by the rear signal information acquisition module 111 electrically connected thereto, for each position coordinate (s) within a preset three-dimensional limit range, rear signal information (L(s)); (B02) When the reference coordinate (s0) and the direction (D) are input to the correction information calculation module 121, the position coordinate check module 122 starts from the reference position (s0) and moves to the input direction (D) Checking a plurality of position coordinates (s) to pass while proceeding; (B03) confirming, by the correction information calculation module 121, the rear signal information (L(s)) corresponding to each of the plurality of position coordinates (s) identified in the step (B01); and (B04) the visibility information calculation module 121 inputs the rear signal information L(s) confirmed in the step (B03) to the visibility model generated in the step (A03), thereby inputting the reference coordinates ( It is preferable to include the step of calculating the visibility information in the input direction (D) in s0).

Another embodiment of the present invention for solving the above problems provides a navigation system in which the above-described method is performed.

Another embodiment of the present invention for solving the above problems provides a mobile body mounted with a navigation system in which the above-described method is performed.

Another embodiment of the present invention for solving the above problems, the above-described method is performed by the control unit 100 and stored in a storage medium, provides a computer program.

By applying the method according to the present invention, it is possible to provide visibility information in consideration of both the position and the direction with high accuracy. In addition, it is possible to provide new visibility information whenever the position and direction of a relatively short interval unit are changed.

Unlike the prior art, which provided only the degree of visibility in a specific area, by providing visibility information in a specific direction at a specific location, useful information on which route has better visibility can be provided. In particular, such information is important in autonomous vehicles and aircraft, where visibility is important.

By providing a navigation system using this, the driver can select a safer route.

When the present invention is applied to a moving object equipped with an autonomous driving function, it is possible to predict and prevent an autonomous driving error due to low visibility or to automatically or manually switch to manual driving, thereby enabling safe driving.

1 is a schematic diagram illustrating a system for carrying out a method according to the invention;
Fig. 2 is a schematic diagram illustrating the system shown in Fig. 1 in more detail;
3 is a conceptual diagram for explaining an example of a method in which a transceiver device irradiates electromagnetic waves.
4 is a conceptual diagram illustrating a method of calculating visibility information according to a specific direction D by performing a method according to the present invention.
5 is a view for explaining a correction model that is a learning model for performing the method according to the present invention.
6 is an example for explaining the method according to the present invention.
7 is a view for explaining the application of the method according to the present invention.

Hereinafter, "transceiver device" means a device capable of irradiating electromagnetic waves, receiving a back signal that is reflected or scattered by a substance in the air, and analyzing it to check, for example, the strength of the back signal. The transceiver may be a lidar device or a radar device. In the case of a lidar device, it will receive a backscatter signal and can analyze information through its strength. In the case of a radar device, it will receive an echo signal, and information can be analyzed through its strength.

Hereinafter, "location coordinates (s)" means a three-dimensional position and may be expressed in three-dimensional coordinates. For example, it may be expressed as s=x, y, and z. The reference coordinates (so) and the path position coordinates (sp) may also be expressed as three-dimensional coordinates. When expressed in three-dimensional coordinates, it may be expressed at regular intervals based on a preset unit value. For example, since it can be expressed at intervals of 100 m, the sum of each position coordinate (s) is expressed as a 100 m unit grid (see FIG. 2 ).

Hereinafter, “direction D” refers to a direction toward a specific location in a specific location coordinate s, and may be expressed as a 3D azimuth in a 3D coordinate system. For example, it may be expressed as D=θx, θy, and θz. The moving direction Dp may also be expressed as a three-dimensional azimuth.

Hereinafter, "rear signal information (L(s))" refers to information identified through a transceiver device at a specific location coordinate (s). For example, it may include the strength of the rear signal confirmed by the transceiver device. In addition, when the transceiver device is a LIDAR device, it may further include a light extinction coefficient, aerosol extinction coefficient, polarization signal and other various physical properties of materials present in the atmosphere calculated using a backscatter signal that is a back signal. . However, the light extinction coefficient, the aerosol extinction coefficient, and the polarization signal may be calculated and confirmed in other ways, such as directly using a separate measuring device instead of calculating using the information identified in the transceiver. It is stipulated that the extinction coefficient, the aerosol extinction coefficient, and the polarization signal and various physical properties of substances present in the atmosphere are included in the back signal information (L(s)).

Hereinafter, "weather information" is information that can be used to calculate visibility information together with the rear signal information L(s), and may include temperature, humidity, wind direction, wind speed, and the like. The weather information may be confirmed in a weather information database provided by the Korea Meteorological Administration, may be confirmed at a weather station located near the transceiver, or the transceiver may further include a Doppler transceiver and a telemetry transceiver, and may be identified here. have.

Hereinafter, "visibility information" means the maximum visible distance at which an object or light is visible, and the unit is the distance. Although the concept of direction (D) is not included in general visibility information (eg, visibility of 1 km of Incheon International Airport), visibility information in the present invention includes a specific altitude and a specific direction (D) based on a specific location coordinate (s) (e.g., visibility 1km to the east at an altitude of 1km from Incheon International Airport)

Hereinafter, “mobility” refers to any object that can move, and for example, may include vehicles such as automobiles and motorcycles as well as aircraft. It may include urban air mobility (UAM).

Hereinafter, the present invention will be described in detail with reference to the drawings.

1. Description of the system

A system for carrying out the method according to the present invention will be described with reference to FIGS. 1 to 2 .

As shown in FIG. 1, the system for performing the method according to the present invention includes a control unit 100 electrically connected to a transceiver 10, a rear signal information database 210, a visibility information database 220, and a weather forecast. an information database 230 . The controller and the databases 210 , 220 , and 230 may be provided in the same device at the same location as the transceiver 10 , but may be located separately from each other.

The transceiver device 10 irradiates electromagnetic waves to the atmosphere and receives a back signal that is reflected or scattered by substances in the atmosphere and returned. Here, the atmospheric substances refer to all kinds of substances that are located in the atmosphere, such as atmospheric molecules and atmospheric pollutants, and reflect or scatter electromagnetic waves irradiated from the transceiver 10 .

Transceiver device 10 obtains the rear signal information (L(s)) as learning data for generating the visibility model, and after the visibility model is generated, the rear as real data for calculating the visibility information in a specific location specific direction Signal information (L(s)) is also acquired. One transceiver device 10 may perform both functions, or it may be a separate device. That is, the transceiver 10 for generating the visibility model and the transceiver 10 for obtaining the current rear signal information L(s) to calculate the actual visibility information after the visibility model is generated are the same It may be a single device or it may be a separate device.

One or more transceiver devices 10 may be used. As will be described later, a limit range may be set for each transceiver 10 (eg, the maximum value of the three-dimensional grid in FIG. 2 ). range will increase.

The control unit 100 obtains the rear signal received from the transceiver 10 and through this, obtains the rear signal information L(s) for each position coordinate (s). In addition, a visibility model is generated using this, and visibility information is calculated in a specific direction (D) from a specific location coordinate (s) using the generated visibility model. A specific method will be described later.

The controller 100 is electrically connected to a separate navigation system 20 or a moving object 30 to enable wireless communication, and transmits the correction information calculated by the controller 100 to the navigation system 20 or the moving object 30 . do.

As shown in FIG. 2, the control unit 100 includes a rear signal information acquisition module 111, a weather information acquisition module 112, a correction information acquisition module 113, a correction model generation module 114, a correction information calculation module ( 121), a route data calculation module 121, a low visibility warning module 132, an output module 133, and a communication module 190. The function of each module is described together in the method description to be described later.

The navigation system 20 refers to a terminal in which all kinds of navigation programs capable of outputting a current location and a map together are implemented.

The navigation system 20 may be provided in the mobile body 30 . Accordingly, when the moving object 30 receives the visibility information, the navigation system 20 provided in the moving object 30 may receive the visibility information. Of course, the control unit (not shown) of the moving object 30 that controls various operations of the moving object 30 may receive and utilize the correction information.

On the other hand, some of the modules shown to be included in the control unit 100 may be provided in the navigation system 20 or the moving body 30 . For example, in FIG. 2 , the route data calculation module 121 , the low visibility warning module 132 , and the output module 133 are shown to be included in the control unit 100 , but are not connected to the navigation system 20 or the moving body 30 . may be located.

2. Description of how to create a correction model

The present invention creates a visibility model to calculate the correction information. A method of generating a correction model according to the present invention will be described with reference to FIGS. 3 and 5 .

First, the transceiver 10 irradiates electromagnetic waves in all three-dimensional directions to obtain data for generating a visibility model. When the irradiated electromagnetic waves are reflected or scattered by substances in the air, a back signal is generated, and the transceiver 10 receives it and transmits it to the back signal information acquisition module 111 . The rear signal information acquisition module 111 may acquire rear signal information L(s) including the strength of the rear signal based on the received rear signal.

Here, it is noted that the transceiver 10 irradiates electromagnetic waves in all three-dimensional directions. Referring to FIG. 3 , electromagnetic waves are irradiated in all three-dimensional directions around the position of the transceiver 10 to receive a rear signal.

Any method of irradiating electromagnetic waves in all three-dimensional directions may be used. For example, after radiating electromagnetic waves in all radial directions, the radial irradiation may be repeatedly performed while changing the transmission/reception elevation angle up to a preset range. As shown in FIG. 3 , after irradiating in the R1 direction, which is a radial all-round direction from the horizontal height, the irradiation in the R2, R3, etc. directions may be repeated several times while changing the transmission/reception elevation angle by a predetermined unit.

Since the transceiver 10 irradiates electromagnetic waves in all three-dimensional directions, the rear signal information L(s) is obtained for each position coordinate s in all position coordinates s. However, all of the position coordinates (s) within the three-dimensional limit range set by the irradiation characteristics of the transceiver device 11 rather than the infinite position coordinates (s) will be obtained. In the example shown in Fig. 3, the maximum value of the grid is the limit range, and the rear signal information L(s) is individually obtained for each position coordinate (s).

The acquired rear signal information (L(s)) is stored in the rear signal information database 210 . Accordingly, when the user inputs the position coordinates (s) to the rear signal information database 210, the user can check the rear signal information (L(s)) for the corresponding position coordinates (s).

Next, the correction information acquiring module 113 acquires the actual correction information by using the position (the central position in FIG. 3 ) of the transceiver device 10 as the reference position s0.

Now, as shown in Fig. 5, the visibility model generation module 114 uses the previously obtained rear signal information (L(s)) for each position coordinate (s) as an input variable, and uses the actual visibility information as an output variable, Create a correction model. The model may be generated by artificial intelligence including machine learning, or by various learning algorithms such as regression analysis.

In an embodiment of the present invention, the rear signal information L(s), which is an input variable, may further include a light extinction coefficient, an aerosol extinction coefficient, and a polarization signal in addition to the intensity of the rear signal.

The rear signal information acquisition module 111 may calculate a light extinction coefficient, an aerosol extinction coefficient, and a polarization signal using the rear signal obtained from the transceiver 10 . Since each calculation method is a known technique, a detailed description thereof will be omitted. Alternatively, a separate light extinction coefficient, an aerosol extinction coefficient, and a measurement device for directly measuring the polarization signal may be used.

As such, if learning is performed using the light extinction coefficient, the aerosol extinction coefficient, and the polarization signal in addition to the intensity of the rear signal, the accuracy of the model increases.

In another embodiment of the present invention, weather information may be further used as an input variable.

The weather information acquisition module 112 acquires actual weather information on the location of the transceiver 10 (or a location nearby where the weather information is confirmed) and uses it as an input variable together with the rear signal information (L(s)) Thus, a correction model can be created. The weather information may be obtained from the meteorological information database 230 of the Korea Meteorological Administration, or may be directly measured using a separate weather station, or in the Doppler transceiver and telemetry transceiver included in the transceiver 10 . It may be measured. For example, the weather information may include temperature and humidity and wind direction and wind speed, each of which may be checked using the weather information database 230 or a separate weather station, or included in the transceiver 10 and wind direction It can be confirmed in the Doppler transceiver that can check the wind speed and the telemetry transceiver that can check the temperature and humidity.

In this way, if you learn using weather information in addition to the rear signal information (L(s)), the accuracy of the model increases.

In another embodiment of the present invention, when the rear signal information (L(s)) is uncertain or there is a missing position coordinate (L(s)), the rear signal information acquisition module 111 is adjacent to the rear signal information ( Using L(s')), it is also possible to estimate and confirm the rear signal information (L(s)) of the corresponding position coordinates (s) by interpolation.

3. Description of the correction information calculation method using the correction model

When the visibility model is generated in the above manner, the visibility information can be checked by inputting the location coordinates (s) and the direction (D) here. Hereinafter, the coordinates of the position for which visibility information is to be checked are referred to as reference coordinates s0. It will be described with reference to FIG. 4 .

In the state in which the visibility model is generated, when the transceiver 10 provided at or near the position to check the actual visibility information irradiates electromagnetic waves in all three dimensions, the rear signal information acquisition module 111 sets the preset 3 The rear signal information (L(s)) is acquired for each position coordinate (s) within the dimensional limit range. The method of obtaining the rear signal information L(s) is similar to the method performed when generating the visibility model.

Thereafter, the reference coordinate s0, which is a position at which the correction information is to be checked, and a direction D, which is a position to check the visibility information, are input to the correction information calculation module 121 . In FIG. 4, s0 is shown as a reference coordinate and D is shown as a direction. In the example shown in FIG. 4 , the coordinates of s0 are (0, 0, 0) and D is the same as the x-axis direction.

The correction information calculation module 121 starts from the reference position (s0) and proceeds in the input direction (D) and checks all the position coordinates (s) passing through. Since the rear signal information (L(s)) for each position coordinate (s) stored in the rear signal information database 210 is valid only within the measured three-dimensional limit range, the position coordinates (s) are not infinite. In the example of FIG. 4 , six position coordinates (s) of s0, s1, s2, s3, s4, and s5 will be identified. In the 3D coordinate system, (0, 0, 0), (1, 0, 0), (2, 0, 0), (3, 0, 0), (4, 0, 0), (5, 0, 0) ) is the six coordinates of

Now, when the visibility information calculation module 121 checks the rear signal information (L(s)) corresponding to the previously identified position coordinates (s), and inputs it to the visibility model, the visibility information in the corresponding direction (D) is calculated That is, the correction information from the input reference coordinate s0 to the input direction D is calculated.

It can be noted that the visibility information calculated in this way takes the direction D into consideration. When the directions D are different, the selected position coordinates s are different, and accordingly, the rear signal information L(s) is different, so that other visibility information is calculated. In the example shown in FIG. 4, when the direction (D) is the x-axis direction, (0, 0, 0), (1, 0, 0), (2, 0, 0), (3, 0, 0), ( The position coordinates of 4, 0, 0), (5, 0, 0) were confirmed, but if the direction is 45 degrees between the x-axis and the z-axis, (0, 0, 0), (1, 0, 1), (2, The position coordinates of 0, 2), (3, 0, 3), (4, 0, 4), (5, 0, 5) will be confirmed, and the rear signal information (L(s)) corresponding to the coordinates is different, and different correction information is calculated. (Of course, if the rear signal information (L(s)) of the corresponding position coordinates (s) is the same as the example shown in FIG. 4, the same visibility information may be calculated. Therefore, based on the specific position, the direction (D) Compared with the prior art that provides correction information without considering

As can be seen from this example, the position of the transceiver 10 does not need to be the same as the reference position s0 for checking the visibility information. In the example shown in Fig. 4, the coordinates of the reference position (s0) are not (0, 0, 0), but may be any other coordinates, and no matter what direction (D) is applied, the coordinates of the position to be input into the visibility model (s) are confirmed.

In addition, if the rear signal information (L(s)) for substantially all of the air is confirmed to the extent that there is no limit range by using a sufficient number of the transceiver devices 10 for generating the visibility model, the corresponding information for input into the visibility model is confirmed. The number of position coordinates s in the direction D may be arbitrarily set. For example, when the reference position (s0) and the direction (D) are input, it may be set to check only 100 of the position coordinates (s) starting from the reference position (s0) and proceeding in the corresponding direction (D) and input to the visibility model. have.

Another example will be described with reference to FIG. 6 . The example shown in FIG. 6 is a case in which the correction information is checked on the assumption that the mobile body 30 moves.

The movable body 30 starts from the reference coordinate s10 and intends to sequentially move in the y-axis direction D1, the z-axis direction D2, the x-axis direction D3, and the z-axis direction D4.

In the movement in the D1 direction, six coordinates of the position coordinates s10, s11, s12, s13, s14, and s15 are checked with s10 as the reference coordinate and D1 as the direction to the limit range. If this is input to the visibility model, the visibility information from the s10 position to the D1 direction is calculated.

Next, in the movement in the D2 direction, 11 coordinates of the position coordinates s20 to s210 are checked with s20 as the reference coordinate (this is the same as s15) and D2 as the direction to the limit range. When this is input to the visibility model, the visibility information from the s20 position to the D2 direction is calculated.

Similarly, in the movement in the D3 direction, 6 coordinates from s30 to s35 are checked and input into the visibility model, and the visibility information from the s30 position to the D3 direction is calculated. By inputting to , the time correction information from the position s40 to the direction D4 is calculated.

In this way, when the moving object 30 wants to move, visibility information from a specific location to a specific direction according to each path can be checked, and real-time calculation is possible even while moving.

On the other hand, as in the above-described embodiment of the present invention, even when the light extinction coefficient, the aerosol extinction coefficient, and the polarization signal are further included in the rear signal information (L(s)), which is the input variable, in addition to the intensity of the rear signal, in the same way calculation is possible.

When meteorological information is further used as in the other embodiment of the present invention described above, the weather information acquisition module 112 further acquires meteorological information about the reference position s0, which is a position to check the visibility information, and adds it to the visibility model. must be entered. When it is difficult to obtain the weather information at the accurate reference position s0, the meteorological information at an obtainable adjacent position is input. By inputting meteorological information, it is possible to calculate more accurate visibility information.

4. Application technique of the method according to the invention

The method according to the present invention can be applied to a variety of fields by enabling accurate calculation of corrective time information in real time from a specific location to a specific direction.

4.1 Provision of correction information by location

While the conventional visibility information cannot reflect the different visibility information for each location, the method according to the present invention accurately calculates and provides different visibility information for each more detailed location and each direction. For example, with reference to FIG. 2 , visibility information may be provided for each preset unit value that is an interval of coordinates. Therefore, it is possible to provide more accurate visibility information for each location by outputting it on a map. At this time, when the user inputs a direction, visibility information in the input direction is provided from each location, and when the user changes to another direction, visibility information in the corresponding direction is provided.

4.2 Route guidance in the navigation system

Visibility information can be provided according to the location and direction. By applying this to the route in the navigation system 20, a route with good visibility can be provided. It will be described in more detail with reference to FIG. 7 .

As shown in FIG. 7A , the path P and the path progress direction Dp0 are calculated through the navigation system 20 according to the related art. The route progress direction (Dp0) is confirmed using the starting point and the ending point. In the example of FIG. 7A , it is a direction from the lower right end to the upper left end.

The calculated path P and the path progress direction Dp are input to the path data calculation module 131 of the control unit 100 of the system of the present invention. When the path P and the path proceeding direction Dp0 are input, the path data operation module 131 checks the path position coordinates Sp constituting the path P, and further adds the input path proceeding direction Dp0. By using it, the movement direction Dp in each path position coordinate Sp is confirmed. The moving direction Dp will be the direction the driver is looking at at the corresponding point.

Here, a range value (eg, 100m) that is an interval of the position coordinates (s) is used. As shown in FIG. 7A, a grid of a preset range value is projected on the set path P, and the position coordinates s corresponding to the path P or spaced apart from the path P within a predetermined distance are identified and the path position coordinates becomes (Sp). Figure 7b shows this. In addition, when the path progress direction Dp0 is considered in each path position coordinate Sp, each movement direction Dp is confirmed. Figure 7c shows this together. In the example shown in FIG. 7c , a total of 19 path position coordinates Sp and a movement direction Dp in each can be confirmed.

These 19 path position coordinates Sp and the movement direction Dp become the reference position s0 and the direction d, respectively, and are input to the pre-generated visibility model, whereby each path position coordinate Sp Correction information is calculated.

The correction information calculated by the output module 133 is output together with the path. It may be output as a numerical value or may be output as a color as shown in FIG. 7D .

Meanwhile, in FIG. 7D , a case in which a vehicle is driven in two dimensions has been described as an example, but since the z-axis is set as a variable, it is possible to calculate visibility information according to a change in altitude, so it is naturally applicable to an aircraft such as a UAM.

In an embodiment of the present invention, the low visibility warning module 132 may give a warning by determining whether the value of the visibility information in each path location coordinate Sp is less than or equal to a preset lower limit value. When output as shown in FIG. 7D , the output module 133 may warn of the low visibility position.

The route data calculation module 131 , the low visibility warning module 132 , and the output module 133 may be located in the navigation system 20 located in the mobile body 30 . In this case, the mobile body 30 is the communication module 190 . ), after receiving the correction information from the control unit 100, it will calculate on its own and output the correction information and the low visibility warning along with the path P as shown in FIG. 7D.

When the navigation system 20 suggests two or more different routes, a method of recommending a route with good visibility is also possible. For example, the low visibility warning module 132 determines whether the value of the visibility information in each path location coordinate Sp is less than or equal to a preset lower limit value for each of the two or more paths P, and the output module 133 may output a path including the path position coordinates Sp determined below as a low visibility path. Alternatively, a path with severely poor visibility may operate in a way that it does not suggest.

4.3 Autonomous Driving Warning

If the moving object 30 is equipped with an autonomous driving function based on information detected by an RGB camera, a small lidar, and a radar device, since an autonomous driving error is highly likely to occur in a low visibility state, this may be warned.

That is, the low visibility warning module 132 determines whether the value of the visibility information in each path location coordinates Sp is less than or equal to the preset lower limit value, and if it is determined to be less than or equal to, the corresponding route location coordinates Sp. The output module 133 may warn of an autonomous driving error.

10: transceiver device
20: navigation system
30: mobile
100: control unit
111: rear signal information acquisition module
112: weather information acquisition module
113: correction information acquisition module
114: correction model generation module
121: correction information calculation module
131: path data operation module
132: low visibility warning module
133: warning module
190: communication module
210: rear signal information database
220: municipal administration information database
230: weather information database

Claims (13)

After generating the visibility model reflecting the three-dimensional positional coordinates, use the transceiver 10 that irradiates electromagnetic waves to the atmosphere and receives the rear signal returned by the material in the atmosphere, but the visibility is corrected by inputting the rear signal into the visibility model As a method of calculating and providing information,
The method is performed by the back signal information acquisition module 111 and the correction information calculation module 121 electrically connected to the transceiver device 10,
When one or more of the transceiver devices 10 receive a rear signal by irradiating electromagnetic waves in all three-dimensional directions, the rear signal information acquisition module 111 electrically connected thereto is positioned within a preset three-dimensional limit range (s) Acquire the star rear signal information (L(s)),
When the reference coordinates s0 and the direction D are input to the visibility information calculation module 121, the visibility information calculation module 121 uses the obtained rear signal information L(s) to input the reference coordinates. Calculates the visibility information in the direction (D) input from (s0),
The rear signal information (L(s)) includes the intensity of the rear signal in the position coordinates (s), and the position coordinates (s) are three-dimensional coordinates divided by preset unit values,
(A) When the path P and the path progress direction Dp0 are input to the path data calculation module 131, the path data calculation module 131 checks the path position coordinates Sp constituting the path P and confirming the moving direction Dp in each path position coordinate Sp by further using the input path moving direction Dp0, and confirming the path position coordinate Sp and the moving direction Dp; and
(B) the correction information calculation module 121 uses the path position coordinate Sp as the reference coordinate s0 and the movement direction Dp as the direction D in each path position coordinate Sp to generate the correction information Comprising the step of calculating and providing visibility information in each path position coordinates Sp included in the path P by calculating,
Way.
The method of claim 1,
The transceiver device 10 is a lidar device, and the back signal is a backscatter signal,
Way.
The method of claim 1,
The transceiver device 10 is a radar device, and the rear signal is an echo signal,
Way.
The method of claim 1,
After step (B),
(C1) the output module 132 outputs the path (P), but further comprising outputting together with the correction information in each path position coordinates (Sp) confirmed in the step (B),
Way.
The method of claim 1,
After step (B),
(C2) the low visibility warning module 132 determines whether the value of the visibility information in each path location coordinate Sp confirmed in step (B) is less than or equal to a preset lower limit, and if it is determined to be less than Further comprising the step of the output module 133 warning low visibility with respect to the path position coordinates (Sp),
Way.
6. The method of claim 5,
The route data calculation module 131 , the low visibility warning module 132 and the output module 133 are provided in the moving body 30 ,
Way.
7. The method of claim 6,
The movable body 30 is provided with an autonomous driving function,
The step (C2) is,
(C21) The low visibility warning module 132 determines whether the value of the visibility information in each path location coordinate Sp confirmed in step (B) is less than or equal to the preset lower limit value, and if it is determined to be less than The output module 133 further comprises the step of warning an autonomous driving error with respect to the corresponding path position coordinates Sp,
Way.
7. The method of claim 6,
The movable body 30 is provided with a navigation system 20,
The step (A) is,
(A1) The navigation system 20 calculates two or more routes P and a route progress direction Dp0, and inputs the route P and a route progress direction Dp0 to the route data calculation module 131 comprising the steps of
The step (B) is,
(B1) comprising the step of calculating, by the visibility information calculation module 121, the visibility information in the route location coordinates Sp included therein for each of the two or more routes P,
Way.
8. The method of claim 7,
After step (B1),
(C3) whether the value of the visibility information in each path location coordinates Sp for each of the two or more paths P confirmed in the step (B1) by the low visibility warning module 132 is less than or equal to the preset lower limit value Further comprising the step of outputting the path including the path position coordinates (Sp) determined below by the output module 133 as a low visibility path by determining
Way.
10. The method according to any one of claims 1 to 9,
Before step (A),
(A01) When the transceiver device 10 receives a rear signal by irradiating electromagnetic waves in all three-dimensional directions, the rear signal information acquisition module 111 electrically connected thereto is positioned within a preset three-dimensional limit range (s) obtaining star rear signal information (L(s));
(A02) obtaining, by the correction information acquisition module 113, actual correction information at the location of the transceiver device 10; and
(A03) The visibility model generation module 114 uses the rear signal information (L(s)) for each position coordinate (s) obtained in the step (A01) as an input variable, and the visibility information obtained in the step (A02) and generating the correction model by using as an output variable,
The step (B) is,
(B01) When one or more of the transceiver devices 10 receive a rear signal by irradiating electromagnetic waves in all three-dimensional directions, the rear signal information acquisition module 111 electrically connected thereto is positioned within a preset three-dimensional limit range. (s) obtaining each rear signal information (L(s));
(B02) When the reference coordinate (s0) and the direction (D) are input to the correction information calculation module 121, the position coordinate check module 122 starts from the reference position (s0) and moves to the input direction (D) Checking a plurality of position coordinates (s) to pass while proceeding;
(B03) confirming, by the correction information calculation module 121, the rear signal information (L(s)) corresponding to each of the plurality of position coordinates (s) identified in the step (B01); and
(B04) The visibility information calculation module 121 inputs the rear signal information L(s) confirmed in the step (B03) to the visibility model generated in the step (A03), thereby inputting the reference coordinates s0 ) comprising the step of calculating visibility information in the input direction (D),
Way.
A navigation system, on which the method according to claim 8 is performed
A mobile body on which the navigation system according to claim 10 is mounted.
The method according to claim 10 is performed by the control unit (100) and stored in a storage medium, a computer program.

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