JP6972782B2 - Information presentation device - Google Patents

Description

The present disclosure relates to an information presentation device that presents the direction of a risk target to the driver.

Conventionally, for example, Patent Document 1 discloses an information presenting device mounted on a vehicle together with a peripheral monitoring device for detecting a risk target that the driver should pay attention to. This information presenting device notifies the driver of the direction of a risk target such as a pedestrian by means of a light emitting spot displayed in a light emitting area defined to extend along the width direction of the vehicle.

Japanese Unexamined Patent Publication No. 2016-197407

By the way, in the information presenting device shown in Patent Document 1, a situation may occur in which the direction of the light emitting spot seen from the driver is different from the direction of the risk target depending on the scene in which the vehicle is encountered. Or, there could be a situation where the position of the light emitting spot changes frequently because the direction of the risk target is correctly presented. In such a situation, the light emission display of the light emission spot may cause annoyance to the driver.

An object of the present disclosure is to provide an information presenting device capable of presenting a light emitting spot that is difficult for the driver to feel annoyed.

In order to achieve the above object, one aspect disclosed is a light emitting region (52) provided in front of the driver in a vehicle equipped with a peripheral monitoring device (30) for detecting a risk target to be noted by the driver. ) Is an information presentation device that controls the light emission and presents the direction of the risk target to the driver, and is detected by the vehicle information acquisition unit (S103) that acquires the speed information and steering angle information of the vehicle and the peripheral monitoring device. A monitoring information acquisition unit (S102) that acquires the relative position information of the risk target, a trajectory estimation unit (S105) that estimates the planned travel trajectory (PP) of the vehicle using at least the steering angle information, and a schedule. A light emission control unit (S110) for determining the position of a light emission spot displayed in the light emission region based on the left and right positions of the risk target with respect to the travel locus is provided, and the light emission control unit has a low travel speed indicated by speed information. When it is less than the threshold value, it is an information presenting device that determines the position of the light emitting spot based on the left and right positions of the risk target with respect to the direction of the vehicle, instead of the planned traveling locus using the steering angle information.

In this aspect, when the vehicle is traveling at a low speed lower than the low speed range value, the position of the light emitting spot is based on the left and right positions of the risk target with respect to the direction of the vehicle instead of the planned traveling locus using the steering angle information. ,It is determined. Therefore, even in a situation where the driver performs a large steering operation at a low speed, the direction of the light emitting spot as seen by the driver does not differ significantly from the direction of the risk target. Based on the above, the presentation of the risk target by the light emitting spot is less likely to be annoying to the driver.

Further, one aspect disclosed is to control the light emission of the light emitting region (52) provided in front of the driver in a vehicle equipped with a peripheral monitoring device (30) for detecting a risk target to be noted by the driver. , An information presentation device that presents the direction of the risk target to the driver, and is detected by the vehicle information acquisition unit (S203) that acquires the operation information of the direction indicator (23) mounted on the vehicle and the peripheral monitoring device. The risk level for the risk target is calculated using at least the position information and the monitoring information acquisition unit (S202) that acquires the relative position information of the risk target, and whether or not the risk level exceeds the risk threshold is determined. A risk determination unit (S208, S209) for determination, a light emission control unit (S210) for determining the position of a light emission spot displayed in the light emission region based on the position information of a risk target whose risk level exceeds the risk threshold. The risk determination unit is an information presenting device that raises the risk threshold when the direction indicator is turned on, as compared with the case where the direction indicator is turned off (S206).

In this aspect, when the turn signal of the vehicle is turned on, the risk threshold for selecting the risk target is raised. Therefore, in a scene where the vehicle turns left or right or a scene where the vehicle changes lanes, the risk target whose risk level is not high is not presented by the light emitting spot. With such control, it is possible to avoid a situation in which the light emitting spot is displayed in a direction significantly different from that of the risk target in a situation where the relative positions of the left and right of the risk target are likely to fluctuate. Therefore, the presentation of the risk target by the light emitting spot is less likely to be annoying to the driver.

Further, one aspect disclosed is to control the light emission of the light emitting region (52) provided in front of the driver in a vehicle equipped with a peripheral monitoring device (30) for detecting a risk target to be noted by the driver. , An information presenting device that presents the direction of the risk target to the driver, and a monitoring information acquisition unit (S302) that acquires monitoring information including at least the relative position information of the risk target detected by the peripheral monitoring device. , using the position information at least, to calculate the risk level of risk subjects, to determine whether the risk level exceeds the risk threshold, the risk determination unit (S305 to select the risk subject exceeds the risk threshold as the notification target, S306) and a light emission control unit (S307) for determining the position of a light emission spot to be displayed in the light emission region based on the position information of the risk target whose risk level exceeds the risk threshold, and the light emission control unit emits light. Even after the risk target being notified by the spot is excluded from the selection, the light emission display of the light emitting spot is continued for a predetermined grace period (S309).

In this aspect, it is difficult to detect the risk target even though the risk target continues to exist due to insufficient performance of the peripheral monitoring device or the existence of a shield between the vehicle and the risk target. Even if the light emission spot occurs temporarily, the light emission spot continues to be displayed as light emission without being extinguished. Then, when the peripheral monitoring device recovers to a state in which the risk target can be detected, the light emitting spot continuously maintains the displayed state. Based on the above, it is possible to prevent the light emitting spot from blinking frequently due to the influence of inaccurate monitoring information. Therefore, the presentation of the risk target by the light emitting spot is less likely to be annoying to the driver.

Further, one aspect disclosed is to control the light emission of the light emitting region (52) provided in front of the driver in a vehicle equipped with a peripheral monitoring device (30) for detecting a risk target to be noted by the driver. , An information presentation device that presents the direction of the risk target to the driver, based on the monitoring information acquisition unit (S402) that acquires the relative position information of the risk target detected by the peripheral monitoring device, and the position information. , The distance determination unit (S408) that determines whether the distance from the vehicle to the risk target exceeds the separation threshold, and the left and right relative positions of the risk target with respect to the vehicle when the distance to the risk target exceeds the separation threshold. Regardless of this, the display position of the light emitting spot indicating the risk target is determined at the center position (53c) of the light emitting region (S409), and when the distance to the risk target is equal to or less than the separation threshold , the left and right of the risk target for the vehicle are left and right. It is an information presenting device including a light emission control unit (S410) that shifts the display position of the light emission spot from the central position to the left and right according to the relative position of.

In this aspect, when the distance from the vehicle to the risk target is equal to or greater than the separation threshold value, the light emitting spot is displayed at the center position of the light emitting region. Therefore, it is possible to prevent a situation in which the position of the light emitting spot frequently changes to the left or right in a scene in which the vehicle travels on a curve or a scene in which the vehicle travels at a low speed while avoiding obstacles. Therefore, the presentation of the risk target by the light emitting spot is less likely to be annoying to the driver.

The reference numbers in parentheses are merely examples of the correspondence with the specific configuration in the embodiment described later, and do not limit the technical scope at all.

It is a figure which shows the layout around the driver's seat in a vehicle. It is a figure which shows the arrangement of the outside world sensor etc. mounted on a vehicle. It is a block diagram which shows the whole picture of the electric structure related to the information presentation. It is a block diagram which shows the structure of a light emitting device. It is a figure which shows the information presentation in the scene which avoids an obstacle at a low speed. It is a flowchart which shows the information presentation processing suitable for the scene shown in FIG. It is a figure which shows the information presentation when there is a pedestrian outside the travelable area. It is a figure which shows an example which changes the light emitting mode of a light emitting spot according to the state of a driver. It is a figure which shows the information presentation in the scene which makes a left turn at a crossroads. It is a figure which shows the information presentation in the scene which makes a left turn at a T-junction. It is a figure which shows the information presentation in the scene which performs a lane change. It is a figure which shows the information presentation in the scene which makes a left turn at a crossroads. It is a figure which shows the information presentation in the scene which makes a left turn at a crossroads. 9 is a flowchart showing information presentation processing suitable for the scenes shown in FIGS. 9 to 13. It is a figure which shows the information presentation in the scene where a shield exists. It is a flowchart which shows the information presentation processing suitable for the scene shown in FIG. It is a figure which shows the information presentation in the scene where there is a pedestrian in the distance. It is a figure which shows the information presentation in the scene where there is a pedestrian in the distance. It is a figure which shows the information presentation in the scene which avoids an obstacle at a low speed. It is a flowchart which shows the information presentation processing suitable for the scene shown in FIG. 19 and the like. It is a figure which shows an example of the scene which stops the information presentation by a light emitting spot. It is a flowchart which shows the information presentation processing suitable for the scene shown in FIG. It is a figure which shows the information presentation in the scene where a pedestrian crosses the front of a vehicle. It is a figure which shows the information presentation in the scene where there are pedestrians on both the left and right sides in front. It is a figure which shows an example which changes the mode of a light emitting spot according to the presence or absence of movement of a risk target. It is a figure which compares and shows the information presentation to the pedestrian approaching from the left side and the information presentation to the pedestrian approaching from the right side. It is a flowchart which shows the luminance adjustment process. It is a flowchart which shows the backlight correction processing. It is a figure which shows the information presentation by the modification 1. FIG. It is a figure which shows the information presentation by the modification 2.

In one embodiment of the present disclosure shown in FIGS. 1 to 3, the function of the information presenting device is realized by an HCU (HMI (Human Machine Interface) Control Unit) 60. The HCU 60 is one of a plurality of electronic control units mounted on a vehicle and one of a plurality of nodes connected to an in-vehicle network. The HCU 60 is electrically connected to the vehicle system 20 and the peripheral monitoring system 30 through an in-vehicle network.

The vehicle system 20 includes a plurality of electronic control units mounted on the vehicle, various vehicle-mounted sensors 21 for detecting the state of the vehicle, communication devices for communicating with the outside of the vehicle, and the like. The in-vehicle sensor 21 is, for example, a vehicle speed sensor, a yaw rate sensor, a steering angle sensor, or the like. The vehicle system 20 can provide the HCU 60, for example, speed information indicating the traveling speed of the vehicle, steering angle information indicating the steering direction and steering amount of the steering wheel, operation information indicating the operating state of the direction indicator, and the like. Further, the vehicle system 20 provides vehicle position information based on the positioning signal of the satellite positioning system, map information around the vehicle and the traveling direction, driver status information by the driver monitor 26 (hereinafter, "driver information"), and the like. , Can be provided to HCU60.

The peripheral monitoring system 30 includes external sensors such as a front camera unit 32, a radar unit 33, and a rider unit 34, and an information integrated ECU 31. The peripheral monitoring system 30 detects a risk target that the driver should pay attention to from around the vehicle, particularly from a range of several meters to several tens of meters ahead of the vehicle. The peripheral monitoring system 30 can detect moving objects such as pedestrians, non-human animals, bicycles, motorcycles, and other vehicles, and stationary objects such as falling objects on the road as risk targets. Further, the peripheral monitoring system 30 can also detect stationary objects such as traffic signals, guardrails, curbs, road signs, road markings, lane markings, and trees.

The front camera unit 32 is installed near the rear-view mirror, for example, in the interior of a vehicle. The front camera unit 32 is a monocular or compound eye camera and is directed in the traveling direction of the vehicle. The front camera unit 32 can generate image data of the above-mentioned moving object and stationary object by continuously photographing the front area of the vehicle. In addition, the front camera unit 32 adjusts control values such as aperture, shutter speed, and ISO sensitivity at any time according to the illuminance around the vehicle so that moving objects and stationary objects can be photographed with appropriate exposure. The front camera unit 32 outputs image data in the front region and exposure control information to the information integrated ECU 31.

The radar unit 33 is installed, for example, on the front portion of the vehicle. The radar unit 33 emits a millimeter wave in the 77 GHz band from the transmitting antenna toward the traveling direction of the vehicle, and receives the millimeter wave reflected by a moving object, a stationary object, or the like in the traveling direction by the receiving antenna. The radar unit 33 sequentially outputs scanning results based on the received signal to the information integrated ECU 31.

The rider unit 34 is installed below the radar unit 33, for example, at the front portion of the vehicle. The rider unit 34 irradiates a laser beam toward the traveling direction of the vehicle, and receives the laser beam reflected by a moving object, a stationary object, or the like existing in the traveling direction. The rider unit 34 sequentially outputs the scanning result based on the received laser beam to the information integrated ECU 31.

The information integrated ECU 31 is mainly composed of a computer having a processor and a memory. The information integration ECU 31 integrates the information acquired from each unit 32 to 34 to detect the shape information of the moving object and the stationary object (hereinafter, “detected object”), the relative position information, the moving direction and the speed. Acquire information and type information. The information integrated ECU 31 can continuously recognize the same risk target at a plurality of timings by calculating the movement amount of the vehicle based on the vehicle speed information and the steering information acquired from the vehicle system 20. Specifically, the information integrated ECU 31 recognizes whether or not a risk target such as a pedestrian is moving, a moving direction, a moving speed, and the like, and can also determine whether or not the risk target crosses in front of the own vehicle. ..

The information integrated ECU 31 sequentially outputs these plurality of information related to the detected object to the HCU 60 as monitoring information. In addition, the information integrated ECU 31 generates illuminance information indicating the brightness of the surroundings of the vehicle based on the exposure control information acquired from the front camera unit 32, and sequentially outputs the generated illuminance information to the HCU 60.

The HCU 60 constitutes an information presentation system 100 together with a plurality of display devices including a light emitting device 40. The information presentation system 100 controls the light emission display of the light emitting spot 51 in the linear light emitting region 52 of the light emitting device 40 by the HCU 60, and presents the existence of the risk target such as a pedestrian and the direction of the risk target to the driver. .. The information presentation system 100 encourages the driver to decelerate and avoid risk targets by presenting the light emitting spot 51.

As shown in FIGS. 1 and 4, the light emitting device 40 includes an instrument panel light emitting line 41, a power supply interface 43, a communication interface 44, a driver circuit 45, and a control circuit 46.

The instrument panel light emitting line 41 is arranged on the instrument panel 19 of the vehicle so as to be located in front of the driver. The instrument panel light emitting line 41 has a linear light emitting region 52. The linear light emitting region 52 is defined to extend along the width direction WD of the vehicle. The linear light emitting region 52 is located above the combination meter and the center display. The linear light emitting region 52 extends each end of the WD in the width direction to the root of each pillar located on both sides of the windshield. The linear light emitting region 52 is out of the range CVA of the central view of the driver seated in the driver's seat. On the other hand, almost the entire linear light emitting region 52 is within the PVA of the peripheral view of the driver seated in the driver's seat.

The instrument panel light emitting line 41 has a large number of light emitting elements (for example, LEDs) arranged along the width direction WD inside the linear light emitting region 52. The instrument panel light emitting line 41 can display at least one light emitting spot 51 in the linear light emitting region 52 by causing a part of a large number of light emitting elements to emit light. The instrument panel light emitting line 41 can move the light emitting spot 51 in the width direction WD within the linear light emitting region 52. In addition, the instrument panel emission line 41 can change the emission color, emission brightness, and emission size (emission width) of the emission spot 51. In the linear light emitting region 52 in each figure, the range of dark dots indicates the extinguished region, and the range of white or very light dots indicates the light emitting region where the light emitting spot 51 is formed.

Power is supplied to the power interface 43 from a battery or the like mounted on the vehicle through the power circuit 49. The power interface 43 supplies electric power to each configuration of the light emitting device 40. The instrument panel light emitting line 41 emits and displays the light emitting spot 51 in the linear light emitting region 52 by the electric power supplied through the power interface 43.

The communication interface 44 is connected to the HCU 60. A command signal instructing the light emitting mode of the instrument panel light emitting line 41 is input to the communication interface 44 from the HCU 60. The driver circuit 45 controls the current flowing through each light emitting element provided in the instrument panel light emitting line 41. The driver circuit 45 converts the electric power supplied from the power supply interface 43, and applies a current to the light emitting element designated by the control signal acquired from the control circuit 46.

The control circuit 46 is mainly composed of, for example, a microcomputer. The control circuit 46 acquires a command signal from the HCU 60 through the communication interface 44. The control circuit 46 generates a control signal to be output to the driver circuit 45 in order to make each light emitting element emit light in a light emitting pattern corresponding to the acquired command signal.

The control circuit of the HCU 60 shown in FIGS. 1 and 3 is mainly composed of a computer having a processing unit 61, a storage unit 62, a RAM 63, and the like. The processing unit 61 is configured to include at least one such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). The processing unit 61 executes various arithmetic processes. The storage unit 62 is configured to include a non-volatile storage medium. In the storage unit 62, various programs including an information presentation program for controlling the light emission of the linear light emitting region 52 are readablely stored by the processing unit 61. The RAM (Random Access Memory) 63 is a volatile semiconductor memory. The RAM 63 functions as a work area for arithmetic processing by the processing unit 61.

The HCU 60 constructs a plurality of functional blocks by executing the information presentation program stored in the storage unit 62 by the processing unit 61. Specifically, the HCU 60 includes an information acquisition unit 71, a trajectory estimation unit 72, a risk determination unit 73, a distance determination unit 74, a type determination unit 75, a backlight determination unit 76, an area determination unit 77, a light emission control unit 78, and the like. Will be done.

The information acquisition unit 71 acquires various information necessary for controlling the light emitting spot 51 from the vehicle system 20 and the peripheral monitoring system 30. Specifically, the information acquisition unit 71 acquires vehicle speed information, steering angle information, operation information of a direction indicator mounted on the vehicle, driver information, and the like from the vehicle system 20. The information acquisition unit 71 acquires monitoring information including relative position information of the risk target and illuminance information around the vehicle from the peripheral monitoring system 30.

The locus estimation unit 72 estimates the planned travel locus PP (see FIG. 5) of the vehicle by using the speed information and the steering angle information acquired by the information acquisition unit 71. The planned travel locus PP of the vehicle estimated by the locus estimation unit 72 is an estimated value assuming that the current vehicle speed and steering amount are maintained. The steering information may include information such as the yaw rate or the yaw angle generated in the vehicle.

The risk determination unit 73 selects risk targets that the driver should pay attention to based on the monitoring information acquired by the information acquisition unit 71. The risk determination unit 73 calculates the risk level of the risk target for the own vehicle based on the monitoring information. The risk determination unit 73 divides the risk level of each risk target into a plurality of stages (for example, five stages). In this case, the state with the lowest risk level is "normal time", and the state with the highest risk level is "risk level 4". The risk determination unit 73 determines whether or not the risk level exceeds the risk threshold value for each risk target. The risk determination unit 73 selects a risk target whose risk level exceeds the risk threshold as a target of notification by the light emitting spot 51.

The relationship between the relative position of the risk target and the movement direction greatly contributes to the level of risk determined by the risk determination unit 73. For example, the risk determination unit 73 is located on the right side in the traveling direction with respect to the vehicle, and sets a low risk level of the risk target moving to the right direction. Similarly, the risk determination unit 73 is located on the left side in the traveling direction with respect to the vehicle, and sets a low risk level of the risk target moving to the left direction. As a result, these risk targets are easily excluded from the risk targets notified by the light emitting spot 51.

The risk determination unit 73 can change the risk threshold value according to the driving environment of the vehicle, the state of the driver, and the like. For example, when the number of risk targets exceeding the preset target threshold exists in the traveling direction of the vehicle, the risk determination unit 73 raises the risk threshold as compared with the case where only the risk targets equal to or less than the target threshold exist. Make adjustments. Further, the risk determination unit 73 makes adjustments to lower the risk threshold when the degree of inattentiveness of the driver is increasing or when the driver is inattentive.

The distance determination unit 74 determines whether or not the relative distance from the vehicle to the risk target exceeds the separation threshold value based on the relative position information of the risk target acquired by the information acquisition unit 71. The separation threshold value is a value that determines the timing of the transition of the light emitting spot 51 to the left or right in the information presentation process (see FIG. 20) described later. The distance determination unit 74 may be able to change the separation threshold value so that the transition timing is appropriate based on the speed information and the map information.

The type determination unit 75 determines each type of the risk target selected to be notified by the light emitting spot 51 based on the type information acquired by the information acquisition unit 71. As an example, the type determination unit 75 can set a stationary pedestrian and a pedestrian crossing the front to different types. Further, the type determination unit 75 can distinguish a bicycle (cyclist), an animal crossing the front, an animal that has become a carcass, or the like.

The backlight determination unit 76 determines whether or not the driver is looking at the risk target in the backlight state based on the illuminance information provided by the information integration ECU 31 to the information acquisition unit 71. For example, if it can be estimated that a scene in which direct light from the sun is incident on the image pickup surface of the front camera unit 32 based on the illuminance information, the backlight determination unit 76 determines that the scene is in a backlight state. In addition, the backlight determination unit 76 determines that the scene is backlit even when it can be estimated that the light of the headlight of the oncoming vehicle is directly incident on the image pickup surface of the front camera unit 32 based on the illuminance information. judge.

The area determination unit 77 determines whether or not the position of the risk target is a travelable area of the vehicle (hereinafter, “travelable area”). The range that is not a travelable area includes, for example, a sidewalk separated from the roadway by a guardrail or a step. The area determination unit 77 sets the range of the sidewalk or the like considered to be outside the travelable area in the front area based on the combination result of the position information and the map information of the own vehicle, the recognition result by the front camera unit 32, and the like. When there is a pedestrian or the like that is a risk target on such a sidewalk or the like, the area determination unit 77 determines that the position of the risk target is outside the travelable area.

The light emission control unit 78 controls the light emission position, light emission size, number, movement, light emission color, light emission brightness, etc. of the light emission spot 51 to be displayed in the linear light emission region 52. The light emission control unit 78 divides the entire linear light emission area 52 into a plurality (three) areas, and defines a central position 53c, a left position 53a, and a right position 53b as lighting positions of the standard light emission spot 51. ing. The central position 53c is defined in the central portion of the linear light emitting region 52 in the width direction WD, and is, for example, a range located above the center display. The left position 53a is a range defined on the left side of the central position 53c when viewed from the driver. The right position 53b is a range defined on the right side of the central position 53c when viewed from the driver. The light emission control unit 78 selects one of the risk targets whose risk level exceeds the risk threshold and has the highest risk level, and based on the position information of the risk target, the center position 53c, the left position 53a, and the right position 53b. The display position of the light emitting spot 51 is determined from the inside.

The light emission control unit 78 moves the display position of the light emission spot 51 that notifies the risk target in accordance with the movement of the risk target. However, the light emission control unit 78 prohibits the control of returning the light emission spot 51, which has been made to follow the movement of the risk target and transitioned from the central position 53c to the left position 53a or the right position 53b, to the central position 53c again.

The light emission control unit 78 changes the light emission mode of the light emission spot 51 according to the risk level calculated for the risk target by the risk judgment unit 73, the type of the risk target determined by the type judgment unit 75, and the like. .. The light emission control unit 78 can change at least one of the light emission color and the light emission luminance of the light emission spot 51, for example. For example, the light emission control unit 78 displays the light emission spot 51 that notifies the risk target in a more attractive manner as the risk level of the risk target increases. Specifically, the light emission control unit 78 can increase the light emission luminance of the light emission spot 51 as the risk level increases. The light emission control unit 78 switches the light emission color of the light emission spot 51 to a color with high attractiveness in order, such as “green”, “yellow”, “amber”, “red”, etc., according to the increase in the risk level. Can be done. The light emission control unit 78 can display the light emission spot 51 for notifying the risk target with the light emission color previously associated with the type of the risk target.

The information presentation by the light emitting spot 51 as described above may be annoying to the driver depending on the scene encountered by the vehicle. Therefore, the information presentation system 100 cancels the display of the light emitting spot 51 and cancels the display of the light emitting spot 51 according to the situation around the vehicle, the driver's situation, and the like so that the information presentation using the light emitting spot 51 is less likely to be annoying to the driver. Change the display mode, etc. Hereinafter, details of a plurality of information presentation methods implemented by the information presentation system 100 in various scenes encountered by the vehicle will be described in order with reference to FIGS. 3 and 26 based on FIGS. 5 to 26. The HCU 60 can perform the following plurality of information presentation processes by appropriately switching or paralleling them according to the driving scene based on the map information, the vehicle status information, the peripheral monitoring system status information, and the like. ..

In the scene shown in FIG. 5, a vehicle traveling in an urban area turns to the right in order to avoid an obstacle B such as a utility pole protruding from the side of the road (time t2). After that, the vehicle passing by the side of the obstacle B turns to the left in order to return to the original course (time t3). In such a scene where a steering operation is input to a vehicle traveling at a low speed (for example, 20 km / or less), the steering amount tends to be large even with a light steering force. Therefore, the planned travel locus PP estimated using the rudder angle information fluctuates greatly from side to side at the timing when the steering operation is input. Therefore, the discrepancy between the planned travel locus PP based on the steering angle information and the actual travel locus of the vehicle becomes large.

Actually, the pedestrian Pe is determined to be located on the right side of the planned travel locus PP because the scheduled travel locus PP deviates greatly to the left due to the steering to the left at time t3. As a result, the light emitting spot 51 for notifying the pedestrian Pe may be displayed at the right position 53b of the linear light emitting region 52 even though the pedestrian Pe actually passes on the left side of the vehicle. The driver naturally feels annoyed at the light emitting spot 51 displayed at the right position 53b by mistake.

In order to avoid the occurrence of such an erroneous presentation, when the traveling speed of the vehicle is less than the low speed threshold value, the relative positions of the left and right of the risk target are determined by a different logic than when the traveling speed of the vehicle is equal to or higher than the low speed threshold value. NS. More specifically, when the traveling speed of the vehicle is less than the low speed threshold value, the locus estimation unit 72 (see FIG. 3) temporarily stops the estimation of the planned traveling locus PP based on the speed information and the steering angle information, and the vehicle Specify the planned running track using only the direction. The planned travel locus based on the direction of the vehicle is the course prediction line PL along the front-rear direction of the vehicle.

The risk determination unit 73 (see FIG. 3) sets the risk level of the risk target and determines whether or not it is to be notified by using the course prediction line PL instead of the planned travel locus PP based on the rudder angle information. And do. Further, the light emission control unit 78 (see FIG. 3) also sets the lighting position of the light emission spot 51 at the center based on the left and right positions of the pedestrian Pe with respect to the course prediction line PL instead of the planned travel locus PP based on the steering angle information. It is determined from the position 53c, the left position 53a and the right position 53b.

According to such switching of the determination logic, the light emitting spot 51 lit at the left position 53a at the time t1 by the detection of the pedestrian Pe is not only the time t2 steered to the right but also the time t3 steered to the left. However, it continues to stay at the left position 53a. As a result, the light emitting spot 51 can continuously indicate the correct direction of the pedestrian Pe.

As described above, the details of the information presentation process for setting the left-right position of the risk target by using the direction of the own vehicle when traveling at low speed will be described with reference to FIGS. 5 and 3 based on the flowchart shown in FIG. Since the information presentation process shown in FIG. 6 is suitable for a scene of avoiding an obstacle B at a low speed, it is mainly repeatedly performed by the HCU 60 when it is estimated that the vehicle is traveling in an urban area based on map information, for example. NS.

In S101, the information integrated ECU 31 performs a process of detecting a risk target, and proceeds to S102. In S102, the information integrated ECU 31 performs a process of calculating the position information, speed information, and the like of the risk target. The HCU 60 acquires the calculation result calculated by the information integrated ECU 31 as monitoring information, and proceeds to S103.

In S103, the vehicle position information, speed information, steering angle information, and driver information are further acquired, and the process proceeds to S104. In S104, it is determined whether or not the traveling speed of the current vehicle is below the low speed threshold value based on the speed information acquired in S103. If it is determined that the traveling speed of the vehicle is equal to or higher than the low speed threshold value, the process proceeds from S104 to S105. On the other hand, if it is determined that the traveling speed of the vehicle is less than the low speed threshold value, the process proceeds from S104 to S106.

In S105 when the vehicle is not traveling at a low speed, the planned traveling locus PP of the vehicle is estimated by using at least the speed information and the steering angle information, and the vehicle proceeds to S107. On the other hand, in S106 when the vehicle is traveling at a low speed, the course prediction line PL substantially parallel to the direction of the own vehicle is defined as the planned travel trajectory, and the vehicle proceeds to S107.

In S107, the planned travel locus set in either S105 or S106 immediately before is compared with the position information of the risk target acquired in S102. If it is determined in S107 that there is no risk target on the scheduled travel locus or in the vicinity of the scheduled travel locus, the process returns to S101. On the other hand, if it is determined in S107 that there is a risk target on the scheduled travel locus or in the vicinity of the scheduled travel locus, the process proceeds to S108.

In S108, the risk level of the risk target determined to be on or near the scheduled travel locus in S107 is calculated, and the process proceeds to S109. When it is determined in S107 that there are a plurality of risk targets, in S108, the risk level is calculated individually for each risk target.

In S109, a risk threshold value is set according to the driving environment of the vehicle, the state of the driver, and the like. Then, the risk level calculated in S108 is compared with the risk threshold value, and it is determined whether or not there is a risk target whose risk level exceeds the risk threshold value. If the risk levels of all risk targets are below the risk threshold, the process returns to S101. On the other hand, when the risk level of at least one risk target exceeds the risk threshold, the process proceeds from S109 to S110. By the above processing of S107 to S109, the risk target to be notified by the light emitting spot 51 is selected.

In S110, the type of the risk target selected in S109 is determined, and the light emission mode of the light emission spot 51 associated with the risk target in advance is set. In addition, in S110, the display position of the light emitting spot 51 is determined based on the position information and the like acquired in S102. Then, the light emitting spot 51 in the mode corresponding to the type of the risk target is displayed in the direction of the risk target as seen from the driver, and the process returns to S101.

In the above S108, the risk target located outside the travelable area is excluded from the target for calculating the risk level. As a result, even when there is a pedestrian Pe outside the travelable area such as a sidewalk separated by the guardrail GR, the linear light emitting area 52 is turned off (see FIG. 7). As described above, when the area determination unit 77 determines that the risk target exists only outside the travelable area, the display of the light emitting spot 51 (see FIG. 1) for notifying the risk target is stopped. Alternatively, the light emitting spot 51 that informs the risk target outside the travelable area is limited to a weak presentation.

Further, in S110, the light emitting mode of the light emitting spot 51 may be changed based on the driver information acquired in S103. For example, when the driver is not paying close attention to the risk target, as shown in FIG. 8, even if the light emitting spot 51 is presented in a highly attractive manner, the driver is less likely to feel annoyed. The highlighted luminescent spot 51 can rather encourage behavior to avoid risk aspects. Therefore, if it can be determined that the driver is not gazing at the direction of the risk target based on the face orientation and the line-of-sight direction indicated by the driver information detected by the driver monitor 26, the light emission control unit 78 may be used. The emission color is set to red or the like while increasing the emission brightness of the emission spot 51. The light emission control unit 78 may further increase the light emission size of the light emission spot 51, blink, and the like. In addition, information presentation by voice, buzzer, or the like may be used in combination with information presentation by the light emitting spot 51.

In each of the scenes shown in FIGS. 9 and 10 below, the peripheral monitoring system 30 detects a pedestrian Pe who is waiting for a signal at the back of a crossroad or a T-junction (hereinafter, “intersection”) as a risk target. ing. The vehicle will turn left at the intersection. Pedestrian Pe in such a situation is actually less likely to pose a risk to the vehicle. Therefore, it is desirable to stop or suppress the notification of the pedestrian Pe by the light emitting spot 51 so as not to make the driver feel annoyed.

Therefore, based on the operation information of the direction indicator 23 of the vehicle, when the direction indicator 23 is turned on, the risk determination unit 73 implements a control to raise the risk threshold. Since the risk threshold value before the change is used in the state away from the intersection, the pedestrian Pe on the left side in the traveling direction of the vehicle is selected as the risk target notified by the light emitting spot 51. As a result, the light emitting spot 51 is emitted and displayed at the left position 53a corresponding to the direction of the pedestrian Pe in the linear light emitting area 52 (time t1).

After that, when the driver activates the direction indicator 23 due to the approach of the vehicle to the intersection, the risk determination unit 73 raises the risk threshold value based on the operation information of the direction indicator 23. As a result, the pedestrian Pe is excluded from the notification target by the light emitting spot 51. As a result, the emission display of the emission spot 51 at the left position 53a is terminated (time t2).

Similarly, in the lane change scene shown in FIG. 11, the risk determination unit 73 controls to raise the risk threshold value based on the operation information of the direction indicator 23. Prior to the implementation of the lane change to the left lane (time t1), the normal risk threshold before pulling up is used, so the pedestrian Pe on the left side in the traveling direction of the vehicle is displayed at the left position 53a of the linear light emitting region 52. It is notified by the light emitting spot 51. After that, when the turn signal 23 is turned on, the pedestrian Pe is excluded from the notification target by raising the risk threshold. As a result, the emission display of the emission spot 51 at the left position 53a is terminated (time t2).

In the scene of the intersection shown in FIG. 12, the risk level of the pedestrian Pe increases due to the approach of the pedestrian Pe to the vehicle. As a result, after the light emitting spot 51 is turned off (time t2) due to the operation of the direction indicator 23, the pedestrian Pe is reselected as a risk target notified by the light emitting spot 51. Here, the pedestrian Pe is located on the outer peripheral side of the planned course of the vehicle to be turned, and approaches the vehicle after turning left from the right side. That is, the direction of the pedestrian Pe as seen from the driver differs depending on the state before turning (time t3) before entering the intersection and the state after turning at the intersection (time t4).

Therefore, when the light emitting spot 51 is redisplayed, if the risk target is located on the outer peripheral side of the planned course of the vehicle, the light emitting control unit 78 moves the light emitting spot 51 to the central position 53c of the linear light emitting region 52. Is displayed (time t3). After that, due to the approach of the vehicle to the pedestrian Pe, the light emitting control unit 78 shifts the light emitting spot 51 from the central position 53c to the right position 53b at the timing when the pedestrian is positioned to the right of the vehicle (time t4). .. The planned course of the vehicle may be a route to a destination set in the navigation system, or may be the above-mentioned planned travel locus PP estimated using vehicle speed information and steering angle information.

On the other hand, the pedestrian Pe in the scene of the intersection shown in FIG. 13 is located on the inner peripheral side of the planned course of the vehicle to be turned, and approaches the vehicle after turning left from the left side. In such a scene, the direction of the pedestrian Pe as seen from the driver coincides with the state before turning (time t3) before entering the intersection and the state after turning (time t4) at the intersection. Therefore, the light emission control unit 78 displays the light emission spot 51 at the left position 53a at the timing when the risk threshold value after the change is exceeded by the risk level of the pedestrian Pe (time t3). The display position of the light emitting spot 51 is maintained at the left position 53a even after turning at the intersection (time t4).

The details of the information presentation process for changing the risk threshold value with the operation of the direction indicator 23 described so far will be described with reference to FIGS. 9 and 3 based on the flowchart shown in FIG. The information presentation process shown in FIG. 14 is mainly repeatedly performed by the HCU 60, for example, based on map information, when traveling in the vicinity of an intersection or on a road having a plurality of lanes.

In S201 and S202, similarly to S101 and S102 (see FIG. 6), the monitoring information of the risk target calculated by the information integrated ECU 31 is acquired, and the process proceeds to S203. In S203, in addition to the vehicle position information, speed information, steering angle information, and the like, the operation information of the direction indicator 23 is further acquired, and the process proceeds to S204. In S204, similarly to S105 (see FIG. 6), the planned traveling locus is estimated by using at least the speed information and the steering angle information, and the process proceeds to S205.

In S205, it is determined whether or not the direction indicator 23 has been switched to the ON state based on the operation information acquired in S203. If it is determined in S205 that the blinking of the direction indicator 23 has started, the process proceeds to S206. In S206, the risk threshold for selecting the risk target is changed to raise the risk threshold referred to in S209, and the process proceeds to S207.

On the other hand, if it is determined in S205 that the turn signal 23 remains in the off state, the process proceeds to S207 without changing the risk threshold. In S207 to S210, similarly to S107 to S110 (see FIG. 6), the risk target to be notified is selected, and the light emitting spot 51 in the mode corresponding to the type of the risk target in the direction of the risk target seen from the driver. Is displayed.

In the scene shown in FIG. 15 below, a shield S is temporarily generated between the vehicle and the pedestrian Pe as the vehicle travels. In such a scene, if the monitoring information acquired from the peripheral monitoring system 30 is correctly reflected, the light emitting spot 51 is repeatedly turned on and off. Such blinking of the light emitting spot 51 is annoying to the driver.

Therefore, even when the risk determination unit 73 determines that the risk target has disappeared (time t2), the light emission control unit 78 does not immediately turn off the light emission spot 51, but has a predetermined grace time (for example, about 1 second). At the same lighting position, the light emitting state of the light emitting spot 51 is maintained. As a result, at the timing (time t3) when the recognition of the pedestrian Pe by the peripheral monitoring system 30 is restored, the information presentation returns to the state in which the light emitting spot 51 is displayed based on the determination result of the risk determination unit 73.

According to the above, even if the pedestrian Pe is temporarily unable to be recognized in a scene where the detection of the risk target is performed near the limit of the recognition performance of the peripheral monitoring system 30, the light emitting spot 51 Repeated lighting and extinguishing do not occur. Therefore, even after the risk target being notified by the light emitting spot 51 is excluded from the selection, the control of continuing the display of the light emitting spot 51 for the duration of the grace period is effective in reducing the annoyance.

The details of the information presentation process for maintaining the lighting state of the light emitting spot 51 in the grace period described so far will be described with reference to FIGS. 15 and 3 based on the flowchart shown in FIG. The information presentation process shown in FIG. 16 is mainly repeatedly performed by the HCU 60 when the recognition state of the peripheral monitoring system 30 is not good due to the scattering of a large number of shields S or the deterioration of weather conditions.

In S301 to S303, similarly to S201 to S203 (see FIG. 12), the monitoring information of the risk target calculated by the information integrated ECU 31 is acquired, the planned traveling locus of the vehicle is estimated, and the process proceeds to S304. In S304, similarly to S107 (see FIG. 6), it is determined whether or not there is a risk target on the planned travel locus estimated in S303 or in the vicinity of the scheduled travel locus. In S305 to S307 when it is determined in S304 that there is a risk target, the risk target to be notified is selected in the same manner as in S107 to S110 (see FIG. 6), and the direction of the risk target as seen from the driver. , The light emitting spot 51 of the mode corresponding to the type of the risk target is displayed.

On the other hand, in S308 when it is determined in S304 that there is no risk target, the elapsed time after the risk target disappears and the grace time are compared. If it is determined in S308 that the grace time or more has elapsed since the disappearance of the risk target, the process returns to S301. As a result, the display of the light emitting spot 51 is completed.

On the other hand, if it is determined in S308 that the grace time has not elapsed since the disappearance of the risk target, the process proceeds to S309. In S309, the process returns to S301 while continuing the display of the light emitting spot 51. By the processing of S308 and S309, the lighting state of the light emitting spot 51 is maintained until the grace time elapses even after the risk target is excluded from the selection of notification.

In the scene shown in FIG. 17 below, a pedestrian Pe is present in front of a vehicle traveling on a straight road. The pedestrian Pe is located far away from the vehicle. If the light emitting spot 51 is freely moved to follow the pedestrian Pe, the light emitting spot 51 may repeatedly move minutely due to the behavior of the vehicle and the pedestrian Pe, the recognition error of the external sensor, and the like. .. Further, as the vehicle approaches the pedestrian Pe, the light emitting spot 51 moves at high speed to either the left or right side. Such movements tend to be annoying to the driver. Therefore, as described above, it is desirable to move the light emitting spot 51 from any of the central position 53c, the left position 53a, and the right position 53b in which the linear light emitting region 52 is divided into three parts.

As information presentation on the premise of dividing the linear light emitting region 52 into three parts, the light emitting control unit 78 emits light to the left position 53a and the right position 53b with respect to the pedestrian Pe farther than the predetermined separation threshold value. Is not displayed. When the distance to the pedestrian Pe exceeds the separation threshold, the light emission control unit 78 sets the display position of the light emitting spot 51 indicating the pedestrian Pe to the central position 53c regardless of the relative position of the pedestrian Pe to the left and right with respect to the vehicle. (Time t1).

Then, when the vehicle is sufficiently close to the pedestrian Pe and the distance from the vehicle to the pedestrian Pe is equal to or less than the separation distance (time t2), the light emission control unit 78 adjusts to the left and right relative positions of the risk target with respect to the vehicle. Then, the light emitting spot 51 is transitioned from the central position 53c to the left position 53a. As described above, if the movement is such that the light emitting spot 51 is transferred from the central position 53c to one of the left position 53a and the right position 53b where the pedestrian Pe is located, the driver's acceptability is maintained high. obtain. As an example, the separation distance is set to a distance at which an external sensor that measures the distance of the radar unit 33 or the like can detect a risk target such as a pedestrian Pe with high accuracy. Specifically, the separation distance is set to about 10 m.

Further, even in the curved scene shown in FIG. 18, the presentation method of notifying a distant pedestrian Pe at the light emitting spot 51 at the central position 53c is effective. More specifically, when the pedestrian Pe is on the outer peripheral side of the curve, the direction of the pedestrian Pe in the distance seen by the driver (for example, from the front to the left) is the direction at the timing of crossing the pedestrian Pe (for example, to the right). Will be different. Even in such a scene, if the light emitting spot 51 is displayed at the central position 53c in a state where the vehicle is separated from the pedestrian Pe by exceeding the separation threshold value, the light emitting spot 51 pays attention to the pedestrian Pe in the distance to the driver. It can be aroused (time t1).

Then, at the timing when the distance from the vehicle to the pedestrian Pe becomes equal to or less than the separation threshold value, the light emission control unit 78 shifts the light emission spot 51 at the central position 53c to the right position 53b (time t2). According to the above, it is possible to prevent the situation where the light emitting spot 51 is presented in the opposite direction to the left and right as seen from the driver.

Further, even in the same low-speed traveling scene as shown in FIG. 19, the presentation method of notifying a distant pedestrian Pe at the light emitting spot 51 at the central position 53c is effective. More specifically, the light emitting spot 51 is presented at the central position 53c (time t2) when the obstacle B is avoided. Then, after avoiding the obstacle B, the light emitting spot 51 moves from the central position 53c to the left position 53a at the timing when the distance from the vehicle to the pedestrian Pe becomes equal to or less than the separation threshold value (time t3). With such a presentation, the light emitting spot 51 can correctly indicate the left and right positions of the risk target.

As described above, the details of the information presentation process for first displaying the light emitting spot 51 at the central position 53c will be described with reference to FIGS. 19 and 3 based on the flowchart shown in FIG. The information presentation process shown in FIG. 20 is mainly repeated by the HCU 60.

In S401 to S403, similarly to S301 to S303 (see FIG. 16), the monitoring information of the risk target calculated by the information integrated ECU 31 is acquired, the planned traveling locus of the vehicle is estimated, and the process proceeds to S404. In S404 to S406, similarly to S304 to S306 (see FIG. 16), the risk target to be notified is selected, and the process proceeds to S407.

In S407, similarly to S104 (see FIG. 6), it is determined whether or not the traveling speed of the current vehicle is below the low speed threshold value based on the speed information acquired in S403. If it is determined that the traveling speed of the vehicle is equal to or higher than the low speed threshold value, the process proceeds from S407 to S410. On the other hand, if it is determined that the traveling speed of the vehicle is less than the low speed threshold value, the process proceeds from S407 to S408.

In S408, the relative distance from the vehicle to the risk target and the separation threshold value are compared. If it is determined in S408 that the relative distance exceeds the separation threshold value, the process proceeds to S409. In S409, the light emitting spot 51 corresponding to the type of the risk target is displayed at the central position 53c regardless of the direction of the risk target, and the process returns to S401. On the other hand, if it is determined in S408 that the relative distance is equal to or less than the separation threshold value, the process proceeds to S410. In S410, the light emitting spot 51 is displayed in the direction of the risk target as seen from the driver, and the vehicle returns to S401.

In the above information presentation process, the low speed determination of S407 for determining whether or not the vehicle is traveling at low speed can be omitted. According to the omission of S407, the risk target located far away is notified by the light emitting spot 51 displayed at the central position 53c regardless of the traveling speed of the vehicle.

In the scene shown in FIG. 21 below, a pedestrian Pe is crossing the front of the vehicle. Here, by the time the vehicle reaches the vicinity of the pedestrian Pe, the pedestrian Pe has already passed in front of the vehicle. Such a warning to a pedestrian Pe tends to be annoying to the driver. Therefore, in the case where the pedestrian Pe on the right side of the predicted course is moving to the right (time t2), the presentation by the light emitting spot 51 is canceled or the pedestrian Pe on the left side of the predicted course is on the right. It is desirable to be weaker than the case of moving in the direction (time t1). Similarly, the presentation by the light emitting spot 51 in the case where the pedestrian Pe on the left side of the predicted course is moving to the left is stopped, or the pedestrian Pe on the right side of the predicted course moves to the left. It is desirable to be weaker than the case of doing.

As described above, the details of the information presentation process for suppressing the notification in view of the position of the risk target and the moving direction will be described with reference to FIGS. 11 and 3 based on the flowchart shown in FIG. The information presentation process shown in FIG. 22 is mainly repeated by the HCU 60.

In S501 to S502, similarly to S301 to S303 (see FIG. 16), the monitoring information of the risk target calculated by the information integrated ECU 31 is acquired, the planned traveling locus of the vehicle is estimated, and the process proceeds to S504.

In S504, the relative position and the moving direction of the risk target are determined based on the monitoring information acquired in S503. If it is determined in S504 that the risk target is located on the right side of the predicted course and is moving to the right, the process returns to S501. In addition, when it is determined that the risk target is located on the left side of the predicted course and is moving to the left, the process returns to S501. By such processing, the light emission control unit 78 determines the risk target that is located on the right side of the vehicle and moves to the right, and the risk target that is located on the left side of the vehicle and moves to the left. The notification by the light emitting spot 51 can be stopped.

On the other hand, if the left-right relative position of the risk target and the left-right movement direction do not match, the process proceeds from S504 to S505. In S505 to S508, similarly to S304 to S307 (see FIG. 16), the risk target to be notified is selected, and the light emitting spot 51 according to the type of the risk target is displayed in the direction of the risk target as seen from the driver. , Return to S501.

In the scene shown in FIG. 23 below, a pedestrian Pe is crossing the front of the vehicle. As described above, the light emission control unit 78 prohibits the control of returning the light emission spot 51 transitioned from the central position 53c to the left position 53a or the right position 53b to the central position 53c again. Therefore, when there is a risk target approaching the planned course of the vehicle, the light emission control unit 78 follows the movement of the risk target and extends the light emission spot 51 in the movement direction of the risk target.

In the scene of FIG. 23, which is a specific example, the pedestrian Pe is trying to cross the front of the vehicle from left to right. The light emission control unit 78 displays the light emission spot 51 at the left position 53a, and then expands the light emission spot 51 to the right in accordance with the moving direction of the pedestrian Pe. Similarly, when there is a pedestrian Pe who is trying to cross the front of the vehicle from right to left, the light emission control unit 78 enlarges the light emission spot 51 displayed at the right position 53b to the left. The light emission control unit 78 can intuitively indicate to the driver the actual movement direction of the pedestrian Pe by repeating the movement of the light emission spot 51 extending toward the center of the linear light emission region 52.

In the scene shown in FIG. 24 below, pedestrian Pe exists on both the left and right sides in front of the vehicle. In this way, when pedestrians Pe are recognized on both sides of the planned course of the vehicle by the peripheral monitoring system 30, the light emission control unit 78 sets the light emission control unit 78 in both the left position 53a and the right position 53b of the linear light emission region 52. The light emitting spot 51 is displayed. Alternatively, the light emission control unit 78 causes the entire linear light emission region 52 to emit light.

In FIG. 25 below, a light emitting spot 51 showing a stationary pedestrian Pe and a light emitting spot 51 showing a moving pedestrian Pe crossing the front of the vehicle are compared. In this way, even if the relative position of the risk target with respect to the vehicle is the same, the driver's avoidance method differs depending on whether the moving speed is fast or slow, whether it is a pedestrian, a bicycle, an animal, or the like. Therefore, for example, the light emitting spot 51 for notifying the moving pedestrian Pe is presented more conspicuously to the driver than the light emitting spot 51 for notifying the stationary pedestrian Pe. Specifically, by changing the emission color, increasing the emission brightness, enlarging the emission size, performing blinking, etc., the emission control unit 78 has a risk that the emission spot 51 indicating a moving risk target is stationary. It is more conspicuous than the light emitting spot 51 indicating the target.

In FIG. 26 below, in a vehicle traveling on a road traveling on the left side, a light emitting spot 51 showing a pedestrian Pe crossing the front of the vehicle from the left side and a light emitting spot 51 showing a pedestrian Pe crossing the front of the vehicle from the right side. Is being compared. When a vehicle is on a left-handed road, the driver generally pays some attention to pedestrians crossing from the left sidewalk. On the other hand, the driver tends to neglect the caution against the pedestrian Pe approaching from the right side. Therefore, the light emission control unit 78 can emphasize the light emitting spot 51 to the risk target crossing from the right side rather than the risk target crossing from the left side, and can make the risk target on the right side notice earlier.

Contrary to the road environment of left-hand traffic, in the road environment of right-hand traffic, the vehicle crosses from the left side to the right side of the light emitting spot 51 that notifies the risk target crossing the front of the vehicle from the right side to the left side. The light emitting spot 51 that informs the risk target is displayed in an emphasized manner.

Further, the light emission control unit 78 can adjust the light emission luminance of the light emission spot 51 or the like according to the external light environment around the vehicle. For example, in an external light environment where the surroundings are bright such as in the daytime, the driver tends to miss the lighting of the light emitting spot 51 unless the brightness of the light emitting spot 51 is brightened. On the other hand, in a dark outside light environment such as when traveling in a tunnel or at night, the light emitting spot 51 can be sufficiently perceived by the driver even at low brightness.

Therefore, the luminance adjustment process shown in FIG. 27 is carried out by the HCU 60. In the brightness adjustment process, when the illuminance information is acquired by the information acquisition unit 71 (S601), the emission control unit 78 automatically adjusts the emission brightness of the emission spot 51 according to the acquired illuminance information (S602). ). The light emission control unit 78 adjusts the light emission luminance of the light emission spot higher as the illuminance around the vehicle increases, and when the surroundings of the vehicle are dark, the light emission spot 51 emits light so as not to be dazzled by the driver. Try to suppress the brightness. Such a brightness adjustment process is repeatedly performed by the HCU 60 based on the fact that the power of the vehicle is switched to the on state.

Further, when there is a risk target in the backlight and in the headlight of the oncoming vehicle, the driver can easily overlook such a risk target. Therefore, the backlight correction process shown in FIG. 28 is carried out by the HCU 60. In the backlight correction process, when the illuminance information is acquired by the information acquisition unit 71 (S701), the backlight determination unit 76 uses the sun or the headlight of an oncoming vehicle from the driver based on the acquired illuminance information. It is determined whether or not the seen risk target is in a backlit state (S702). From the driver's point of view, when the risk target is not in a backlit state, the light emission control unit 78 adopts a normal light emission mode and displays the light emission spot 51 in a reference light emission mode (S703).

On the other hand, when the risk target is backlit from the driver's point of view due to the sun, headlights, etc., the light emission control unit 78 adopts the enhanced light emission mode, and the light emission mode is emphasized more than the normal light emission mode. The light emitting spot 51 is displayed (S704). In the enhanced emission mode, the emission luminance, the saturation of the emission color, and the like are adjusted to be higher than in the normal emission mode.

The illuminance information does not have to be information based on the control information of the front camera unit 32. The illuminance information may be information measured by an illuminance meter 24 (see FIG. 27) provided as one of the in-vehicle sensors and provided from the vehicle system 20 to the HCU 60.

In the present embodiment described so far, when the vehicle is traveling at a low speed, the position of the light emitting spot 51 is replaced with the planned traveling locus PP using the steering angle information, and the position on the left and right of the risk target with respect to the direction of the vehicle. It is decided based on. Therefore, even in a situation where the driver performs a large steering operation at a low speed, the direction of the light emitting spot 51 as seen by the driver is not significantly different from the direction of the risk target.

In addition, in the present embodiment, when the vehicle direction indicator 23 is turned on, the risk threshold for selecting the risk target is raised. Therefore, in a scene where the vehicle turns left or right or a scene where the vehicle changes lanes, the risk target whose risk level is not high is not presented by the light emitting spot 51. With such control, it is possible to avoid a situation in which the light emitting spot 51 is displayed in a direction significantly different from that of the risk target in a situation where the left and right relative positions of the risk target are likely to fluctuate.

Further, in the present embodiment, there is a temporary situation in which it is difficult to detect the risk target even though the risk target continues to exist due to insufficient performance of the peripheral monitoring system 30 or the existence of the shield S or the like. Even if it occurs in, the light emitting spot 51 continues to be displayed as light emitting without being extinguished. Then, if the peripheral monitoring system 30 recovers to a state in which the risk target can be detected before the grace period elapses, the light emitting spot 51 can maintain the continuously displayed state. Based on the above, it is possible to prevent the light emitting spot 51 from blinking frequently due to the influence of inaccurate monitoring information or the like.

Further, in the present embodiment, when the distance from the vehicle to the risk target is equal to or greater than the separation threshold value, the light emitting spot 51 is displayed at the central position 53c of the linear light emitting region 52. Therefore, it is possible to prevent a situation in which the position of the light emitting spot frequently changes to the left or right in a scene in which the vehicle travels on a curve or a scene in which the vehicle travels at a low speed while avoiding obstacles.

Based on the above, the presentation of the risk target by the light emitting spot is less likely to be annoying to the driver. Therefore, the information presentation using the light emitting spot 51 is highly receptive to the driver.

In addition, in the present embodiment, when the risk target is detected on the outer peripheral side of the planned course of the vehicle after the direction indicator 23 is turned on, the light emitting spot 51 indicating the risk target emits linear light. It is once displayed at the center position 53c of the region 52 (see FIG. 12). According to such information presentation, the light emitting spot 51 can show the driver the existence of the risk target without discomfort even in a scene where the direction of the risk target as seen from the driver is switched left and right by approaching the risk target.

Further, in the present embodiment, the light emitting spot 51 that notifies the risk target having a high risk level is more attractive by changing the light emitting brightness, the light emitting color, and the like. According to such control, a risk target having a high risk level can be presented to the driver in an easy-to-understand manner.

In addition, in the present embodiment, the display position of the light emitting spot 51 is narrowed down to the center position 53c, the left position 53a, and the right position 53b. With such a setting, information presentation using the light emitting spot 51 can be simplified. As a result, it is unlikely that the position of the light emitting spot 51 will fluctuate slightly due to the behavior of the own vehicle and the risk target, the recognition error of the external sensor, and the like. Therefore, information presentation that is easy for the driver to understand is realized.

Further, in the present embodiment, when there are risk targets on both the left and right sides of the vehicle, the light emitting spots 51 are displayed at both the left position 53a and the right position 53b. Alternatively, the entire linear light emitting region 52 emits light (see FIG. 24). Such processing prevents frequent fluctuations in the lighting position of the light emitting spot 51 due to frequent changes in the order of risk levels. As a result, information presentation that is highly acceptable to the driver is realized.

Further, in the present embodiment, when the vehicle is traveling at a low speed and the risk target is distant, the light emitting spot 51 is displayed at the central position 53c regardless of the left and right relative positions of the risk target (FIG. FIG. 19). As described above, if the control for temporarily displaying the light emitting spot 51 at the central position 53c is limited to the time of low-speed traveling, the standby time of the light emitting spot 51 at the central position 53c is secured. Based on the above, the movement of the light emitting spot 51 transitioning from the central position 53c to the left position 53a or the right position 53b is easy for the driver to understand.

In addition, in the present embodiment, the return of the light emitting spot 51 to the central position 53c is prohibited. According to the above, the frequent movement of the light emitting spot 51 is suppressed. As a result, it is possible to reduce the annoyance of the driver.

Further, in the present embodiment, the movement of the risk target in the left-right direction is indicated not by the movement of the light emitting spot 51 but by the shape change of the light emitting spot 51. With such a presentation method, it is possible to present the movement of the risk target to the driver while reducing the troublesomeness of the display due to the movement of the light emitting spot 51.

Further, in the present embodiment, the risk target located on the right side of the vehicle and moving to the right and the risk target located on the left side of the vehicle and moving to the left are not notified. In this way, by excluding the risk target away from the vehicle from the notification target, it is possible to further reduce the annoyance.

In addition, in the present embodiment, the notification of the risk target outside the travelable area where the vehicle does not travel, such as the sidewalk sandwiching the guardrail GR, is not performed (see FIG. 7). In this way, if the notification of the risk target existing outside the travelable area is stopped, the troublesomeness associated with the information presentation can be further reduced.

Further, in the present embodiment, the emission luminance of the emission spot 51 is automatically adjusted according to the illuminance around the vehicle. As described above, if the emission luminance of the emission spot 51 is appropriately maintained, the annoyance of the driver can be further suppressed.

Further, in the present embodiment, the light emitting spot 51 is emphasized in a backlit state where it is difficult to visually recognize the risk target. Therefore, the information presentation by the light emitting spot 51 can effectively contribute to the reduction of oversight of the risk target by the driver. Based on the above, the driver can smoothly avoid the risk target.

In addition, in the present embodiment, the light emitting spot 51 for notifying the risk target crossing from the right side to the left side is emphasized in the road environment of left-hand traffic (see FIG. 26). On the other hand, in the road environment of right-hand traffic, the light emitting spot 51 for notifying the risk target crossing from the left side to the right side is emphasized. As described above, if the risk target coming from the direction that tends to be overlooked is emphasized, the information presentation using the light emitting spot 51 can further effectively contribute to the avoidance of the risk target.

Further, in the present embodiment, the type of risk target is indicated by the light emitting mode of the light emitting spot 51. As a result, the driver can quickly grasp information about the risk target. Therefore, the information presentation using the light emitting spot 51 becomes more useful for the driver.

In the above embodiment, the peripheral monitoring system 30 corresponds to the "peripheral monitoring device", the linear light emitting area 52 corresponds to the "light emitting area", and the information acquisition unit 71 corresponds to the "monitoring information acquisition unit" and "vehicle information". It corresponds to the "acquisition unit" and the "illuminance acquisition unit", and the HCU 60 corresponds to the "information presentation device".

(Other embodiments)
Although one embodiment of the present disclosure has been described above, the present disclosure is not construed as being limited to the above-described embodiment, and is applied to various embodiments and combinations without departing from the gist of the present disclosure. be able to.

In the first modification of the embodiment, in addition to the information presentation by the light emitting device 40, the virtual image display by the head-up display, the icon display in the combination meter, and the like are used together with the notification of the risk target. In addition, in the first modification, as shown in FIG. 29, voice guidance such as “jumping attention” reproduced by using the speaker 28 is used for notifying the risk target. Based on the above, it is possible to make the driver understand in a short time what kind of risk there is specifically for each risk target such as pedestrian Pe. Therefore, the driver's acceptance of information presentation can be further enhanced.

In the above embodiment, only the risk target having a high risk level is selectively notified by the determination of the risk level. However, it may be difficult for the driver to understand the difference between the case to be notified and the case not to be notified. As a result, the driver may not be convinced about the selection of the risk target, and the driver's acceptance of the information presentation may be lowered.

In reality, the movement direction, movement speed, etc. are not recognized until a while after the presence / absence of the risk target and the relative position can be recognized. Therefore, if an attempt is made to notify only a risk target having a high risk level, the timing of notification may be delayed. Therefore, in the second modification shown in FIG. 30, most of the risk targets recognized by the peripheral monitoring system are once notified by the light emitting spot 51. After that, only the risk target with an increased risk level, such as a pedestrian Pe crossing the front of the vehicle, is further notified by the light emitting spot 51 in the emphasized mode. With such a presentation method, delay in notification and deterioration of acceptability can be prevented.

For example, a large number of pedestrians are gathered together in urban areas and school roads. In such a scene, if an individual pedestrian is to be notified individually, the information presentation by the light emitting spot 51 tends to be annoying. Therefore, when there are a large number of risk targets, specifically, when there are a number of risk targets exceeding a predetermined target threshold value (for example, about 3 people) within a predetermined time threshold value (for example, about 5 seconds), light emission is emitted. The control unit 78 selects a presentation method suitable for notifying a large number of risk targets.

As an example, when the number of risk targets exceeding the target threshold value exists within the time threshold value, the light emission control unit 78 determines the light emission mode of the light emission spot 51 as compared with the case where only the risk targets equal to or less than the target threshold value exist. , Change to a mode with low attractiveness. The reduction of the attractiveness is realized by suppressing the emission luminance or reducing the saturation of the emission color. According to such a process, it is possible to avoid a situation in which the driver's line of sight, which needs to pay attention to the traveling direction, is attracted to the light emitting spot 51.

As another example, when the number of risk targets exceeding the target threshold value exists within the time threshold value, the light emission control unit 78 stops the information presentation by the light emission spot 51, or the light emission spot to the central position 53c. The display of 51 is stopped. If there are a large number of risk targets, the driver should have already performed the operation considering the risk targets. Therefore, the process of turning off the light emitting spot 51 is effective in reducing the annoyance of the driver.

As another example, when there are a number of risk targets exceeding the target threshold within the time threshold, the risk determination unit 73 may raise the risk threshold as described above. According to such processing, the risk target to be notified can be limited. Therefore, the troublesomeness of presenting information is reduced, and the driver can preferentially perceive a risk target having a high risk level.

In the above embodiment, the position of the linear light emitting region provided on the instrument panel can be appropriately changed. For example, the linear light emitting region can be arranged below the combination meter and the CID. Further, the light emitting device may be configured to make the driver visually recognize the light emitting spot imaged as a virtual image by reflecting the emitted light projected on the lower edge portion of the windshield at the lower edge portion. With such a configuration, the "light emitting region" is defined at the lower edge of the windshield.

Further, a linear light emitting region extending in the width direction WD may be provided on the upper side of the windshield. In addition, the linear light emitting region extends further to both sides from the instrument panel and may be provided on each of the left and right door portions. Further, a plurality of light emitting regions may be arranged in the width direction WD in a state of being separated from each other. Further, the shape of each light emitting region is not limited to the linear shape, and may be changed as appropriate.

In the above embodiment, control for transitioning the position of the light emitting spot is performed on the premise that the linear light emitting region is divided into three regions. However, the transition of the light emitting spot may be performed without assuming the above division setting. Further, the transition of the emission spot may be controlled after dividing the linear emission region into three or more regions.

In the above embodiment, the details of a plurality of information presentation processes that function effectively in various scenes have been described. The HCU may be able to execute only a part of the information presentation processing among these plurality. Further, the HCU may be able to execute only one of the plurality of information presentation processes.

In the above embodiment, the functions provided by the HCU can also be provided by hardware and software different from those described above, or a combination thereof. Further, various non-transitory tangible storage media can be adopted as the storage unit for storing the information presentation program. Such non-transitional substantive storage media may be various non-volatile storage media such as flash memory, hard disk and optical disk, or may be volatile storage media such as RAM. Further, the storage medium is not limited to the storage unit provided in the control device such as the HCU, and may be an optical disk as a copy source to the storage unit, a hard disk drive of a general-purpose computer, or the like.

23 direction indicator, 30 peripheral monitoring system (peripheral monitoring device), 52 linear light emitting area (light emitting area), 53a left position, 53b right position, 53c center position, 60 HCU (information presentation device), 71 information acquisition unit ( Vehicle information acquisition unit, monitoring information acquisition unit, illuminance acquisition unit), 72 trajectory estimation unit, 73 risk determination unit, 74 distance determination unit, 75 type determination unit, 76 backlight determination unit, 77 area determination unit, 78 light emission control unit, PP planned travel track, Pe pedestrian (risk target)

Claims (23)

In a vehicle equipped with a peripheral monitoring device (30) that detects a risk target that the driver should pay attention to, the light emission of the light emitting region (52) provided in front of the driver is controlled, and the direction of the risk target is determined. It is an information presentation device to be presented to the driver.
A vehicle information acquisition unit (S103) that acquires speed information and steering angle information of the vehicle, and
A monitoring information acquisition unit (S102) that acquires relative position information of the risk target detected by the peripheral monitoring device, and
A locus estimation unit (S105) that estimates the planned travel locus (PP) of the vehicle using at least the rudder angle information, and a locus estimation unit (S105).
A light emitting control unit (S110) for determining the position of a light emitting spot to be displayed in the light emitting region based on the left and right positions of the risk target with respect to the planned traveling locus is provided.
When the traveling speed indicated by the speed information is less than the low speed threshold value, the light emission control unit replaces the planned traveling locus using the steering angle information with the left and right positions of the risk target with respect to the direction of the vehicle. Based on this, an information presentation device that determines the position of the light emitting spot. In a vehicle equipped with a peripheral monitoring device (30) that detects a risk target that the driver should pay attention to, the light emission of the light emitting region (52) provided in front of the driver is controlled, and the direction of the risk target is determined. It is an information presentation device to be presented to the driver.
A vehicle information acquisition unit (S203) that acquires operation information of the direction indicator (23) mounted on the vehicle, and a vehicle information acquisition unit (S203).
A monitoring information acquisition unit (S202) that acquires relative position information of the risk target detected by the peripheral monitoring device, and
With the risk determination unit (S208, S209), which calculates the risk level for the risk target using at least the position information and determines whether or not the risk level exceeds the risk threshold.
The risk level is based on said position information at risk exceeding the risk threshold, provided with a light emission control unit (S210) for determining the position of the light-emitting spots emitted displayed on the light emitting region,
The risk determination unit raises the risk threshold value when the turn signal is turned on as compared with the case where the turn signal is turned off (S206). When the risk target is detected on the inner peripheral side of the planned course of the vehicle after the direction indicator is turned on, the light emission control unit is left and right of the risk target with respect to the direction of the vehicle. The information presenting device according to claim 2, wherein the position of the light emitting spot is determined based on the position of the light emitting spot. When the risk target is detected on the outer peripheral side of the planned course of the vehicle after the direction indicator is turned on, the light emission control unit displays the light emission spot indicating the risk target. The information presenting device according to claim 2 or 3, which is once displayed at the center position (53c) of the light emitting region. In a vehicle equipped with a peripheral monitoring device (30) that detects a risk target that the driver should pay attention to, the light emission of the light emitting region (52) provided in front of the driver is controlled, and the direction of the risk target is determined. It is an information presentation device to be presented to the driver.
A monitoring information acquisition unit (S302) that acquires monitoring information including at least relative position information of the risk target detected by the peripheral monitoring device, and
Using at least the location information, the risk level for the risk target is calculated, it is determined whether or not the risk level exceeds the risk threshold, and the risk determination that exceeds the risk threshold is selected as the notification target. Part (S305, S306) and
The provided light emission control unit that risk level to determine the position of the light-emitting spots emitted displayed on the light emitting region on the basis of said position information at risk exceeding the risk threshold and (S307), and
The light emission control unit is an information presenting device that continues the light emission display of the light emission spot for a predetermined grace period even after the risk target being notified by the light emission spot is excluded from the selection of the notification target (S309). When the number of the risk targets exceeds the target threshold in the traveling direction of the vehicle, the risk determination unit raises the risk threshold as compared with the case where only the risk targets equal to or less than the target threshold exist. The information presenting device according to any one of claims 2 to 5. One of claims 2 to 6, wherein the light emission control unit displays the light emitting spot for notifying the risk target in a highly attractive manner as the risk level calculated for the risk target becomes higher. The information presentation device described in. The light emission control unit is located at the center position (53c) of the light emission region, the left position (53a) defined on the left side of the center position when viewed from the driver, and on the right side of the center position when viewed from the driver. The information presenting device according to any one of claims 1 to 7, wherein the display position of the light emitting spot is determined from the specified right position (53b). The information presenting device according to claim 8, wherein the light emission control unit displays the light emission spot at both the left position and the right position when the risk target is present on both the left and right sides of the vehicle. Further, a distance determination unit (S408) for determining whether or not the distance from the vehicle to the risk target exceeds the separation threshold value based on the position information is provided.
When the distance to the risk target exceeds the separation threshold value, the light emission control unit sets the display position of the light emitting spot indicating the risk target at the center regardless of the left and right relative positions of the risk target with respect to the vehicle. When the position is determined and the distance to the risk target is equal to or less than the separation threshold value , the display position of the light emitting spot is changed from the center position to the left and right according to the left and right relative positions of the risk target with respect to the vehicle. The information presentation device according to claim 8 or 9. In a vehicle equipped with a peripheral monitoring device (30) that detects a risk target that the driver should pay attention to, the light emission of the light emitting region (52) provided in front of the driver is controlled, and the direction of the risk target is determined. It is an information presentation device to be presented to the driver.
A monitoring information acquisition unit (S402) that acquires relative position information of the risk target detected by the peripheral monitoring device, and
A distance determination unit (S408) that determines whether or not the distance from the vehicle to the risk target exceeds the separation threshold value based on the position information.
When the distance to the risk target exceeds the separation threshold value, the display position of the light emitting spot indicating the risk target is set to the center position (53c) of the light emitting region regardless of the left and right relative positions of the risk target with respect to the vehicle. (S409), when the distance to the risk target is equal to or less than the separation threshold value , the display position of the light emitting spot is changed from the center position to the left and right according to the left and right relative positions of the risk target with respect to the vehicle. An information presentation device including a light emission control unit (S410) for transitioning to. A vehicle information acquisition unit (S403) for acquiring the speed information of the vehicle is further provided.
When the traveling speed indicated by the speed information is less than the low speed threshold value and the distance to the risk target exceeds the separation threshold value, the light emission control unit is involved in the left and right relative positions of the risk target with respect to the vehicle. The information presenting device according to claim 11, wherein the display position of the light emitting spot indicating the risk target is determined to be the central position. 13. Information presentation device. According to any one of claims 8 to 13, the light emission control unit prohibits control of returning the light emission spot, which has been made to follow the movement of the risk target and transitioned from the central position to the left and right, to the central position again. The information presentation device described. The light emitting region is defined to extend along the width direction of the vehicle.
The information presenting device according to any one of claims 1 to 14, wherein the light emission control unit follows the movement of the risk target and extends the light emission spot in the movement direction of the risk target. The light emission control unit is notified by the risk target located on the right side of the vehicle and moving to the right, and the light emitting spot of the risk target located on the left side of the vehicle and moving to the left. The information presenting device according to any one of claims 1 to 15. Further, an area determination unit (77) for determining whether or not the position of the risk target is a travelable area of the vehicle is further provided.
Claims 1 to cancel the display of the light emitting spot for notifying the risk target when the area determination unit determines that the risk target exists outside the travelable area. The information presentation device according to any one of 16. Further, an illuminance acquisition unit (S601, S701) for acquiring illuminance information around the vehicle is provided.
The emission control unit adjusts the emission brightness of the emission spot to be higher as the illuminance around the vehicle increases based on the illuminance information acquired by the illuminance acquisition unit (S602). The information presentation device according to any one of the items. Further provided with a backlight determination unit (S702) for determining whether or not the risk target viewed from the driver is in a backlight state.
The emission control unit displays the light emission spot in an emphasized manner when it is determined by the backlight determination unit that it is not in the backlight state (S704). Item 6. The information presenting device according to any one of Items 1 to 18. The light emission control unit captures the risk target crossing from the right side to the left side of the light emitting spot notifying the risk target crossing the front of the vehicle from the left side to the right side in a road environment of left-hand traffic. The information presenting device according to any one of claims 1 to 19, wherein the light emitting spot to be notified is displayed in an emphasized manner. The light emission control unit captures the risk target crossing from the left side to the right side of the light emitting spot notifying the risk target crossing the front of the vehicle from the right side to the left side in a road environment of right-hand traffic. The information presenting device according to any one of claims 1 to 20, wherein the light emitting spot to be notified is displayed in an emphasized manner. A type determination unit (75) for determining the type of the risk target based on the information detected by the peripheral monitoring device is further provided.
The information presenting device according to any one of claims 1 to 21, wherein the light emission control unit changes the light emission mode of the light emission spot according to the type of the risk target determined by the type determination unit. When the number of the risk targets exceeds the target threshold value in the traveling direction of the vehicle, the light emission control unit attracts the light emission spots as compared with the case where only the risk targets equal to or lower than the target threshold value exist. The information presenting device according to any one of claims 1 to 22, which emits light in a low-quality manner.

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