JP2019045901A - Information presentation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an information presenting device capable of presenting a light emitting spot which is difficult for a driver to feel annoyed. SOLUTION: In a vehicle equipped with a peripheral monitoring system for detecting a risk target that the driver should pay attention to, the HCU controls the light emission of a linear light emitting region 52 provided in front of the driver, and the direction of the risk target. Functions as an information presentation device that presents the driver to the driver. The HCU acquires the vehicle speed information and the steering angle information, and estimates the planned travel locus PP of the vehicle. Further, the HCU acquires the relative position information of the risk target, and determines the position of the light emitting spot 51 emitted and displayed in the linear light emitting region 52 based on the left and right positions of the risk target with respect to the planned travel locus PP. However, when the traveling speed of the vehicle is less than the low speed threshold value, the position of the light emitting spot 51 is determined 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 PP. [Selection diagram] FIG. 5

Description

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

  Conventionally, for example, Patent Literature 1 discloses an information presentation device mounted on a vehicle together with a periphery monitoring device that detects a risk target that a driver should be aware of. This information presentation device notifies the driver of the direction of a risk target such as a pedestrian by using a light emitting spot displayed in a light emitting region defined to extend along the width direction of the vehicle.

JP 2016-197407 A

  Now, in the information presentation apparatus shown in Patent Document 1, depending on the scene the vehicle encounters, a situation may occur in which the direction of the light emission spot viewed from the driver is different from the direction of the risk target. Alternatively, a situation in which the position of the light-emitting spot frequently changes can be caused because the direction of the risk target is correctly presented. Under these circumstances, the light emission display of the light emission spot may be annoying to the driver.

  An object of the present disclosure is to provide an information presentation device capable of presenting a light-emitting spot that is not easily felt by a driver.

  In order to achieve the above object, one disclosed mode is a light emitting area (52) provided in front of a driver in a vehicle equipped with a periphery monitoring device (30) for detecting a risk object to be noticed by the driver. ), And presents the direction of the risk target to the driver, which is detected by the vehicle information acquisition unit (S103) that acquires the vehicle speed information and the steering angle information, and the periphery monitoring device. A monitoring information acquisition unit (S102) that acquires relative position information of the risk target that has been determined, a trajectory estimation unit (S105) that estimates the planned travel trajectory (PP) of the vehicle using at least the steering angle information, and a plan A light emission control unit (S110) that determines a position of a light emission spot that is emitted and displayed in the light emission region based on the left and right positions of the risk target with respect to the travel locus, and the light emission control unit is configured to have a travel speed indicated by the speed information. If it is less than the low speed threshold, instead of the expected travel locus using the steering angle information based on the position of the left and right at risk for orientation of the vehicle, it is an information presentation device for determining the position of the light-emitting spots.

  In this aspect, when the vehicle is traveling at a low speed less than the low speed range value, the position of the light emission spot is based on the left and right positions of the risk target with respect to the vehicle direction, instead of the planned travel 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 emission spot viewed from the driver is not greatly different from the direction of the risk target. According to the above, it is difficult for the driver to feel annoying the risk target by the light emission spot.

  Further, one disclosed aspect controls light emission of a light emitting region (52) provided in front of the driver in a vehicle equipped with a periphery monitoring device (30) that detects a risk object that the driver should be aware of. , An information presentation device for presenting the direction of the risk target to the driver, which is detected by the vehicle information acquisition unit (S203) for acquiring the operation information of the direction indicator (23) mounted on the vehicle, and the periphery monitoring device The monitoring information acquisition unit (S202) for acquiring the relative position information of the risk target and the position information at least are used to calculate the risk level for the risk target and determine whether the risk level exceeds the risk threshold value. Based on the risk determination unit (S208, S209) for determination and the position information of the risk target whose risk level exceeds the risk threshold, the position of the light emission spot displayed in the light emission area is determined. The risk determination unit increases the risk threshold when the direction indicator is turned on compared to when the direction indicator is off (S206). ) Information presentation device.

  In this aspect, when the direction indicator of the vehicle is turned on, the risk threshold for selecting the risk target is increased. Therefore, in a scene where the vehicle turns right or left, or a scene where the lane changes, etc., a risk object with a high risk level is not presented by the light emission spot. With such control, a situation in which the light emission spot is displayed in a direction significantly different from the risk target in a situation where the left and right relative positions of the risk target tend to fluctuate is avoided. Therefore, it is difficult for the driver to feel annoying the risk object presented by the light emission spot.

  Further, one disclosed aspect controls light emission of a light emitting region (52) provided in front of the driver in a vehicle equipped with a periphery monitoring device (30) that detects a risk object that the driver should be aware of. A monitoring information acquisition unit (S302) that is an information presentation device that presents the direction of the risk target to the driver, and acquires monitoring information including at least the relative position information of the risk target detected by the periphery monitoring device; The risk determination unit (S305, S306) that determines whether the risk level exceeds the risk threshold by calculating the risk level for the risk target using at least the position information, and the risk target for which the risk level exceeds the risk threshold A light emission control unit (S307) that determines a position of a light emission spot that is emitted and displayed in the light emission region based on the position information of the light emission region. After risk subject in notification by preparative deviates from the selection is also to continue the light-emitting display of the light emitting spots predefined grace time (S309) information presentation device.

  In this aspect, it is difficult to detect the risk target due to insufficient performance of the surrounding monitoring device or the presence of a shield between the vehicle and the risk target even though the risk target continues to exist. Even if this occurs temporarily, the light-emitting spot continues to be displayed without being extinguished. And if a periphery monitoring apparatus recovers to the state which can detect a risk object, a light emission spot will maintain the state displayed continuously. According to the above, it is possible to prevent a situation where the light emission spot frequently blinks due to the influence of inaccurate monitoring information. Therefore, it is difficult for the driver to feel annoying the risk object presented by the light emission spot.

  Further, one disclosed aspect controls light emission of a light emitting region (52) provided in front of the driver in a vehicle equipped with a periphery monitoring device (30) that detects a risk object that the driver should be aware of. An information presentation device for presenting the direction of the risk target to the driver, based on the position information and a monitoring information acquisition unit (S402) for acquiring the relative position information of the risk target detected by the periphery monitoring device A distance determination unit (S408) that determines whether or not the distance from the vehicle to the risk target exceeds a 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 the case, the display position of the light emission spot indicating the risk object is determined to be the center position (53c) of the light emission area (S409), and the vehicle is instructed when the distance to the risk object is equal to or less than the separation distance. That in accordance with the left and right relative positions at risk emission control unit for shifting to the right and left of the display position of the light-emitting spot from the center position and (S410), the information presentation device comprising a.

  In this aspect, when the distance from the vehicle to the risk target is equal to or greater than the separation threshold, a light emission spot is displayed at the center position of the light emission region. Therefore, it is possible to prevent a situation in which the position of the light-emitting spot frequently changes from side to side in a scene where the vehicle travels on a curve or travels while avoiding an obstacle at a low speed. Therefore, it is difficult for the driver to feel annoying the risk object presented by the light emission spot.

  Note that the reference numbers in the parentheses merely show an example of a correspondence relationship with a specific configuration in an embodiment described later, and do not limit the technical scope at all.

It is a figure which shows the layout of the driver's seat periphery in a vehicle. It is a figure which shows arrangement | positioning of the external field sensor etc. which were mounted in the vehicle. It is a block diagram which shows the whole image of the electrical structure relevant to 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 obstruction at low speed. It is a flowchart which shows the information presentation process suitable for the scene shown in FIG. It is a figure which shows information presentation in case a pedestrian exists outside a driving | running | working possible area | region. It is a figure which shows an example which changes the light emission mode of a light emission spot according to a driver | operator's state. It is a figure which shows information presentation in the scene which turns left at a crossroad. It is a figure which shows information presentation in the scene which makes a left turn in T junction. It is a figure which shows information presentation in the scene which performs a lane change. It is a figure which shows information presentation in the scene which turns left at a crossroad. It is a figure which shows information presentation in the scene which turns left at a crossroad. It is a flowchart which shows the information presentation process suitable for the scene shown in FIGS. It is a figure which shows information presentation in the scene where a shield exists. It is a flowchart which shows the information presentation process suitable for the scene shown in FIG. It is a figure which shows information presentation in the scene with a pedestrian in a distance. It is a figure which shows information presentation in the scene with a pedestrian in a distance. It is a figure which shows the information presentation in the scene which avoids an obstruction at low speed. 20 is a flowchart showing an information presentation process 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 emission spot. It is a flowchart which shows the information presentation process suitable for the scene shown in FIG. It is a figure which shows 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 with a pedestrian on the right and left both sides ahead. It is a figure which shows an example which changes the aspect of a light emission spot according to the presence or absence of the movement of a risk object. It is a figure which compares and shows the information presentation with respect to the pedestrian approaching from the left side, and the information presentation with respect to the pedestrian approaching from the right side. It is a flowchart which shows a luminance adjustment process. It is a flowchart which shows a backlight correction process. It is a figure which shows the information presentation by the modification 1. 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 presentation 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 the vehicle, and is one of a plurality of nodes connected to the in-vehicle network. The HCU 60 is electrically connected to the vehicle system 20 and the periphery monitoring system 30 through an in-vehicle network.

  The vehicle system 20 includes a plurality of electronic control units mounted on the vehicle, various in-vehicle sensors 21 that detect the state of the vehicle, communication devices that communicate 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 with, 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, and operating information indicating the operating state of the direction indicator. Further, the vehicle system 20 includes vehicle position information based on the positioning signal of the satellite positioning system, map information about the vehicle and its traveling direction, driver status information (hereinafter referred to as “driver information”) by the driver monitor 26, and the like. Can be provided to the HCU 60.

  The periphery monitoring system 30 includes external sensors such as a front camera unit 32, a radar unit 33, and a lidar unit 34, and an information integration ECU 31. The surroundings monitoring system 30 detects a risk object that the driver should be aware of from the periphery of the vehicle, particularly from a range of several meters to several tens of meters ahead of the vehicle. The surroundings monitoring system 30 can detect moving objects such as pedestrians, animals other than humans, bicycles, motorcycles, and other vehicles, and stationary objects such as falling objects on the road as risk targets. Furthermore, the periphery 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 in the vicinity of the rearview mirror, for example, in a vehicle interior. 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 that captures the moving object and the stationary object described above by continuously photographing the front area of the vehicle. In addition, the front camera unit 32 adjusts control values such as an aperture, a shutter speed, and ISO sensitivity as needed according to the illuminance around the vehicle so that a moving object and a stationary object can be captured with appropriate exposure. The front camera unit 32 outputs the image data of the front area and the exposure control information to the information integration ECU 31.

  The radar unit 33 is installed, for example, at the front part of the vehicle. The radar unit 33 emits 77 GHz millimeter waves from the transmission antenna toward the traveling direction of the vehicle, and receives the millimeter waves reflected by the moving object and the stationary object in the traveling direction by the receiving antenna. The radar unit 33 sequentially outputs the scanning result based on the received signal to the information integration 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 emits laser light in the traveling direction of the vehicle, and receives the laser light reflected by a moving object and a stationary object that exist in the traveling direction. The lidar unit 34 sequentially outputs the scanning result based on the received laser beam to the information integration ECU 31.

  The information integration ECU 31 is mainly configured by a computer having a processor and a memory. The information integration ECU 31 integrates the information acquired from each of the units 32 to 34, thereby detecting the shape information, the relative position information, the moving direction, and the speed of the detected moving object and stationary object (hereinafter, “detected object”). Information, type information, etc. are acquired. The information integration ECU 31 can continuously recognize the same risk target at a plurality of timings by calculating the amount of movement of the vehicle based on the vehicle speed information and the steering information acquired from the vehicle system 20. Specifically, the information integration ECU 31 can recognize the presence / absence, movement direction, movement speed, and the like of a risk target such as a pedestrian, and can determine whether or not the risk target crosses the front of the host vehicle. .

  The information integration ECU 31 sequentially outputs the plurality of pieces of information related to the detected object to the HCU 60 as monitoring information. In addition, the information integration ECU 31 generates illuminance information indicating brightness around 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 the 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 presence of a risk target such as a pedestrian and the direction of the risk target to the driver. . The information presentation system 100 prompts the driver to decelerate or avoid a risk target 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 emission line 41 is disposed on the instrument panel 19 of the vehicle so as to be positioned 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 vehicle width direction WD. 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 in the width direction WD to the root of each pillar located on both sides of the windshield. The linear light emitting region 52 is out of the central view range CVA of the driver seated on the driver's seat. On the other hand, almost the entire linear light-emitting area 52 is within the range PVA for peripheral vision of the driver seated in the driver's seat.

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

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

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

  The control circuit 46 is composed mainly of a microcomputer, for example. 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 cause each light emitting element to emit light with the light emission pattern corresponding to the acquired command signal.

  The control circuit of the HCU 60 shown in FIGS. 1 and 3 is mainly configured by a computer having a processing unit 61, a storage unit 62, a RAM 63, and the like. The processing unit 61 includes at least one of a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). The processing unit 61 executes various arithmetic processes. The storage unit 62 includes a nonvolatile 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 stored so as to be readable by the processing unit 61. A 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, a region determination unit 77, a light emission control unit 78, and the like. Is done.

  The information acquisition unit 71 acquires various information necessary for controlling the light emitting spot 51 from the vehicle system 20 and the surroundings monitoring system 30. Specifically, the information acquisition unit 71 acquires vehicle speed information and 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 the monitoring information including the relative position information of the risk target and the illuminance information around the vehicle from the periphery monitoring system 30.

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

  The risk determination unit 73 selects a risk target that the driver should be aware of 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 host vehicle based on the monitoring information. The risk determination unit 73 assigns risk levels of individual risk targets to a plurality of stages (for example, five stages). In this case, the state with the lowest risk level is “normal”, and the state with the highest risk level is “risk level 4”. The risk determination unit 73 determines whether the risk level exceeds the risk threshold for each risk target. The risk determination unit 73 selects a risk target whose risk level exceeds the risk threshold as a notification target by the light emission spot 51.

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

  The risk determination unit 73 can change the risk threshold according to the traveling environment of the vehicle, the state of the driver, and the like. For example, the risk determination unit 73 increases the risk threshold when the number of risk targets exceeding the preset target threshold exists in the traveling direction of the vehicle, compared to the case where only the risk target equal to or lower than the target threshold exists. Make adjustments. In addition, the risk determination unit 73 performs adjustment to lower the risk threshold when the driver's ambiguity is increased or when the driver is looking aside.

  The distance determination unit 74 determines whether the relative distance from the vehicle to the risk target exceeds the separation threshold based on the relative position information of the risk target acquired by the information acquisition unit 71. The separation threshold is a value that determines the timing of the left and right transition of the light emission spot 51 in the information presentation process (see FIG. 20) described later. The distance determination unit 74 may be able to change the separation threshold based on the speed information and the map information so that the transition timing is appropriate.

  Based on the type information acquired by the information acquisition unit 71, the type determination unit 75 determines individual types for the risk target selected when notified by the light emission spot 51. As an example, the type determination unit 75 can set different types of pedestrians that are stationary and pedestrians that cross the front. Furthermore, the type determination unit 75 can distinguish a bicycle (cyclist), an animal crossing the front, an animal that has become a dead body, and the like.

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

  The region determination unit 77 determines whether or not the position of the risk target is a region where the vehicle can travel (hereinafter, “travelable region”). The range that is not the travelable region includes, for example, a sidewalk that is separated from the roadway by a guard rail or a step. The area determination unit 77 sets a range such as a sidewalk that is regarded as outside the drivable area as the front area based on the combination result of the position information of the host vehicle and the map information, the recognition result by the front camera unit 32, or the like. When there is a pedestrian or the like as a risk target on such a sidewalk or the like, the region determination unit 77 determines that the position of the risk target is outside the travelable region.

  The light emission control unit 78 controls the light emission position, light emission size, number, movement, light emission color, light emission luminance, and the like of the light emission spot 51 displayed in the linear light emission region 52. The light emission control unit 78 divides the entire linear light emitting region 52 into a plurality of (three) regions, and defines a central position 53c, a left position 53a, and a right position 53b as lighting positions of the standard light emitting spot 51. ing. The center position 53c is defined in the center 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 center position 53c when viewed from the driver. The right position 53b is a range defined on the right side of the center 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 emission spot 51 is determined from among the above.

  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 moved from the central position 53c to the left position 53a or the right position 53b, following the movement of the risk target, 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 determination unit 73, the type of the risk target determined by the type determination unit 75, and the like. . For example, 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, the light emission control part 78 displays the light emission spot 51 which alert | reports this risk object in a highly attractive aspect, so that the risk level of a risk object becomes high. 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 sequentially switches the light emission color of the light emission spot 51 to a highly attractive color such as “green”, “yellow”, “amber”, “red”, etc., in accordance with an increase in the risk level. Can do. The light emission control part 78 can display the light emission spot 51 which alert | reports this risk object with the light emission color previously linked | related with the classification of risk object.

  Information presentation by the light emitting spot 51 as described above may be annoying for the driver depending on the scene the vehicle encounters. Therefore, the information presentation system 100 cancels the display of the light emitting spot 51 according to the situation around the vehicle, the situation of the driver, and the like so that the information presentation using the light emitting spot 51 does not feel troublesome to the driver. Change the display mode. Hereinafter, details of a plurality of information presentation methods performed by the information presentation system 100 in various scenes encountered by the vehicle will be described in order with reference to FIG. 3 based on FIGS. The HCU 60 can perform the following plurality of report presentation processes on the basis of the map information, the vehicle state information, the state information of the surroundings monitoring system, and the like by appropriately switching according to the traveling scene or concurrently. .

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

  Actually, when the planned traveling locus PP is greatly deviated to the left by turning leftward at time t3, it is determined that the pedestrian Pe is located on the right side of the scheduled traveling locus PP. As a result, the light emitting spot 51 that notifies 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 the left side of the vehicle. The driver naturally feels annoying the light emitting spot 51 displayed at the right position 53b by mistake.

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

  The risk determination unit 73 (see FIG. 3) uses the course prediction line PL instead of the planned travel locus PP based on the rudder angle information, and determines whether or not to set the risk level of the risk target and whether to make a notification target. And do. Furthermore, the light emission control unit 78 (see FIG. 3) also changes the lighting position of the light emission spot 51 to 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. The position is determined from among 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 that is lit at the left position 53a at the time t1 by the detection of the pedestrian Pe is not only the time t2 that is steered in the right direction but the time t3 that is steered in the left direction. However, it remains in the left position 53a. Thereby, the light emission spot 51 can continuously indicate the correct direction of the pedestrian Pe.

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

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

  In S103, vehicle position information, speed information, steering angle information, and driver information are further acquired, and the process proceeds to S104. In S104, based on the speed information acquired in S103, it is determined whether or not the current traveling speed of the vehicle is below a low speed threshold. If it is determined that the traveling speed of the vehicle is equal to or higher than the low speed threshold, 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, 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 using at least the speed information and the steering angle information, and the process proceeds to S107. On the other hand, in S106 when the vehicle is traveling at a low speed, a course prediction line PL that is substantially parallel to the direction of the host vehicle is defined as the planned traveling locus, and the process proceeds to S107.

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

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

  In S109, a risk threshold value is set according to the traveling 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 there is a risk target whose risk level exceeds the risk threshold value. When the risk level of all the risk targets is equal to or less than the risk threshold, the process returns to S101. On the other hand, when the risk level of at least one risk object exceeds the risk threshold, the process proceeds from S109 to S110. Through the processes of S107 to S109 described above, a risk target to be notified by the light emission 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 in advance with this risk target is set. In addition, in S110, the display position of the light emission spot 51 is determined based on the positional information acquired in S102. And the light emission spot 51 of the aspect according to the classification of a risk object is displayed on the direction of the risk object seen from the driver, and it 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 delimited by the guard rail GR, the linear light emitting area 52 is turned off (see FIG. 7). As described above, when it is determined by the area determination unit 77 that the risk target exists only outside the travelable area, the display of the light emission spot 51 (see FIG. 1) that notifies the risk target is stopped. Or the light emission spot 51 which alert | reports the risk object outside a driving | running | working area | region is stopped by weak presentation.

  In S110, the light emission mode of the light emission spot 51 may be changed based on the driver information acquired in S103. For example, when the driver is not paying attention to the risk object, 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 annoyance. The highlighted light-emitting spot 51 can rather prompt an action that avoids the risk mode. Therefore, when it can be determined that the driver is not gazing at the risk target direction based on the face direction and line-of-sight direction indicated by the driver information detected by the driver monitor 26, the light emission control unit 78 While increasing the light emission brightness of the light emission spot 51, the light emission color is set to red or the like. Note that the light emission control unit 78 may further perform enlargement and blinking of the light emission size of the light emission spot 51. In addition, information presentation by voice and buzzer may be used in combination with information presentation by the light emitting spot 51.

  In each of the following scenes shown in FIGS. 9 and 10, the surroundings monitoring system 30 detects a pedestrian Pe waiting for a signal at the back of a crossroad or T-junction (hereinafter “intersection”) as a risk target. ing. The vehicle will turn left at the intersection. Pedestrian Pe in such a situation is less likely to be a risk to the vehicle. Therefore, it is desirable that the notification of the pedestrian Pe by the light emitting spot 51 is stopped or suppressed so that the driver does not feel bothered.

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

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

  Similarly, in the lane change scene shown in FIG. 11, based on the operation information of the direction indicator 23, the risk determination unit 73 performs control to increase the risk threshold. Before the lane change to the left lane (time t1), the normal risk threshold before raising is used, so the pedestrian Pe on the left side in the vehicle traveling direction is displayed at the left position 53a of the linear light emitting area 52. The light emission spot 51 is notified. Thereafter, when the direction indicator 23 is turned on, the pedestrian Pe is excluded from the notification target by raising the risk threshold. Thereby, the light emission display of the light emission spot 51 at the left position 53a is ended (time t2).

  In the intersection scene 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, the pedestrian Pe is selected again as a risk target to be notified by the light emitting spot 51 after the light emitting spot 51 is extinguished (time t2) due to the operation of the direction indicator 23. Here, the pedestrian Pe is located on the outer peripheral side of the planned course of the vehicle scheduled to turn, and approaches the vehicle after the left turn from the right side. That is, the direction of the pedestrian Pe as viewed from the driver is different between a state before turning before entering the intersection (time t3) and a state after turning at the intersection (time t4).

  Therefore, when the light emission spot 51 is displayed again, if the risk target is located on the outer periphery side of the planned course of the vehicle, the light emission control unit 78 is located at the central position 53 c of the linear light emission region 52. Is displayed (time t3). Thereafter, at the timing when the pedestrian is positioned in the right direction of the vehicle due to the approach of the vehicle to the pedestrian Pe, the light emission control unit 78 changes the light emission spot 51 from the central position 53c to the right position 53b (time t4). . Note that the planned course of the vehicle may be a route to a destination set in the navigation system, or the above-described planned traveling locus PP estimated using vehicle speed information and steering angle information.

  On the other hand, the pedestrian Pe in the intersection scene shown in FIG. 13 is located on the inner peripheral side of the planned course of the vehicle scheduled to turn and approaches the vehicle after the left turn from the left side. In such a scene, the direction of the pedestrian Pe as viewed from the driver is the same in the state before turning (time t3) until entering the intersection and the state after turning at the intersection (time t4). Therefore, the light emission control unit 78 displays the light emission spot 51 at the left position 53a at the timing when the risk level of the pedestrian Pe exceeds the changed risk threshold (time t3). The display position of the light emission spot 51 is maintained at the left position 53a even after turning at the intersection (time t4).

  Details of the information presenting process for changing the risk threshold in accordance 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 repeatedly performed mainly by the HCU 60, for example, when driving on the vicinity of an intersection and a road with multiple lanes based on map information.

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

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

  On the other hand, if it is determined in S205 that the direction indicator 23 remains off, 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 emission spot 51 in a mode corresponding to the type of the risk target is selected in the direction of the risk target viewed from the driver. Is displayed.

  In the scene shown in FIG. 15, a shield S is temporarily generated between the vehicle and the pedestrian Pe as the vehicle travels. If the monitoring information acquired from the periphery monitoring system 30 is correctly reflected in such a scene, the light emission spot 51 is repeatedly turned on and off. Such blinking of the light emission spot 51 is a troublesome display for the driver.

  Therefore, even when the risk determination unit 73 determines that there is no risk target (time t2), the light emission control unit 78 does not immediately turn off the light emission spot 51, but a predetermined grace period (for example, about 1 second). The light emission state of the light emission spot 51 is maintained at the same lighting position. As a result, at the timing (time t3) when the recognition of the pedestrian Pe by the periphery monitoring system 30 is restored, the information presentation returns to the state where the light emission spot 51 is displayed based on the determination result of the risk determination unit 73.

  According to the above, even if a state in which the detection of the risk target is performed near the limit of the recognition performance of the surroundings monitoring system 30 and the state where the pedestrian Pe cannot be temporarily recognized frequently occurs, The repetition of turning on and off does not occur. Therefore, even after the risk target being notified by the light emitting spot 51 is excluded from the selection, the control for continuing the display of the light emitting spot 51 for the grace period continues to be effective for reducing troublesomeness.

  Details of the information presenting process for maintaining the lighting state of the light emitting spot 51 described above in the grace period 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 repeatedly performed mainly by the HCU 60 when the recognition state of the surroundings monitoring system 30 is not good due to many scattered objects S or deterioration of weather conditions.

  In S301 to S303, similarly to S201 to S203 (see FIG. 12), the monitoring information to be risked calculated by the information integration ECU 31 is acquired, the planned traveling locus of the vehicle is estimated, and the process proceeds to S304. In S304, as in S107 (see FIG. 6), it is determined whether or not there is a risk target on or near the planned travel locus estimated in S303. In S <b> 305 to S <b> 307 when it is determined that there is a risk target in S <b> 304, as in S <b> 107 to S <b> 110 (see FIG. 6), the risk target to be notified is selected, and the risk target is viewed from the driver. The light emission spot 51 having a mode corresponding to the type of the risk target is displayed.

  On the other hand, in S <b> 308 when it is determined that there is no risk target in S <b> 304, the elapsed time after the risk target disappears is compared with the grace time. In S308, when it is determined that the grace period or more has elapsed since the disappearance of the risk target, the process returns to S301. The display of the light emission spot 51 is complete | finished by the above.

  On the other hand, when 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 display of the light emission spot 51 is continued and the process returns to S301. By the processing of S308 and S309, the lighting state of the light emission spot 51 is maintained until the grace time passes even after the risk target is excluded from the selection of notification.

  In the scene shown in FIG. 17, a pedestrian Pe is present in front of a vehicle traveling on a straight road. The pedestrian Pe is located far from the vehicle. If the light-emitting spot 51 is moved freely so as to follow the pedestrian Pe, the light-emitting spot 51 can 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 emission spot 51 moves to either the left or right at high speed. Such a movement is easily felt by the driver. Therefore, as described above, it is desirable to move the light emission spot 51 in any one of the center position 53c, the left position 53a, and the right position 53b obtained by dividing the linear light emission region 52 into three parts.

  As information presentation on the premise that the linear light emitting region 52 is divided into three parts, the light emission control unit 78 emits light spots 51 to the left position 53a and the right position 53b with respect to a pedestrian Pe far from a predetermined separation threshold. 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 emission spot 51 indicating the pedestrian Pe to the center position 53c regardless of the relative position of the pedestrian Pe with respect to the vehicle. (Time t1).

  The light emission control unit 78 adjusts the right and left relative positions of the risk target with respect to the vehicle 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). Thus, the light emission spot 51 is shifted from the central position 53c to the left position 53a. As described above, the driver's acceptability is maintained at a high level as long as the light emission spot 51 is moved from the central position 53c to one of the left position 53a and the right position 53b where the pedestrian Pe is positioned. obtain. For example, the separation distance is set to a distance at which the external sensor that measures the distance of the radar unit 33 and the like can detect the risk target such as the pedestrian Pe with high accuracy. Specifically, the separation distance is set to about 10 m.

  In addition, even in the curved scene shown in FIG. 18, a presentation method in which a distant pedestrian Pe is notified by the light emission spot 51 at the central position 53c is effective. Specifically, when the pedestrian Pe is on the outer periphery side of the curve, the direction of the distant pedestrian Pe seen from the driver (for example, the front to the left direction) is the direction at the timing of crossing the pedestrian Pe (for example, the right direction). And different. Even in such a scene, if the light emitting spot 51 is displayed at the center position 53c in a state where the vehicle is separated from the pedestrian Pe by more than the separation threshold, the light emitting spot 51 is careful of the driver for the distant pedestrian Pe. 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, the light emission control unit 78 changes the light emission spot 51 at the central position 53c to the right position 53b (time t2). According to the above, the situation where the light emission spot 51 is presented in the left and right reverse directions seen from the driver is prevented.

  Further, even in a low-speed traveling scene similar to that shown in FIG. 5 as shown in FIG. 19, the presentation method of notifying a distant pedestrian Pe using the light emission spot 51 at the central position 53c is effective. More specifically, when the obstacle B is avoided, the light emission spot 51 is presented at the central position 53c (time t2). Then, after avoiding the obstacle B, the light emission spot 51 moves from the center 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 (time t3). With this presentation, the light emission spot 51 can indicate the left and right positions of the risk target without error.

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

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

  In S407, as in S104 (see FIG. 6), it is determined based on the speed information acquired in S403 whether or not the current traveling speed of the vehicle is below the low speed threshold. When 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, the process proceeds from S407 to S408.

  In S408, the relative distance from the vehicle to the risk target is compared with the separation threshold. If it is determined in S408 that the relative distance exceeds the separation threshold, the process proceeds to S409. In S409, the light emission 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 smaller than the separation threshold, the process proceeds to S410. In S410, the light emission spot 51 is displayed in the direction of the risk target viewed from the driver, and the process returns to S401.

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

  In the scene shown in FIG. 21, the pedestrian Pe crosses the front of the vehicle. Here, when the vehicle reaches the vicinity of the pedestrian Pe, the pedestrian Pe has already passed the front of the vehicle. Such a warning for the pedestrian Pe is likely to be bothersome to the driver. Therefore, the presentation by the light emission spot 51 in the case where the pedestrian Pe on the right side of the predicted course is moving in the right direction (time t2) is stopped, 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 in the left direction is stopped, or the pedestrian Pe on the right side of the predicted course is moved in the left direction. It is desirable to be weaker than the current case.

  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 repeatedly performed by the HCU 60.

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

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

  On the other hand, if the left and right relative positions of the risk target do not match the left and right movement directions, the process proceeds from S504 to S505. In S505 to S508, as in S304 to S307 (see FIG. 16), the risk target to be notified is selected, and the light emission spot 51 corresponding to the type of the risk target is displayed in the direction of the risk target viewed from the driver. , The process returns to S501.

  In the scene shown in FIG. 23, the pedestrian Pe crosses the front of the vehicle. As described above, the light emission control unit 78 prohibits the control of returning the light emission spot 51 that has been shifted from the central position 53c to the left position 53a or the right position 53b back to the central position 53c. 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 specific scene of FIG. 23, the pedestrian Pe is going 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 in the right direction in accordance with the moving direction of the pedestrian Pe. Similarly, when there is a pedestrian Pe trying to cross the front of the vehicle from right to left, the light emission control unit 78 expands the light emission spot 51 displayed at the right position 53b in the left direction. The light emission control unit 78 can intuitively indicate the actual movement direction of the pedestrian Pe to the driver 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, pedestrians Pe exist on the left and right sides in front of the vehicle. Thus, when the surrounding monitoring system 30 recognizes the pedestrian Pe on both sides of the planned course of the vehicle, the light emission control unit 78 has both the left position 53a and the right position 53b of the linear light emitting region 52. The light emission spot 51 is displayed. Alternatively, the light emission control unit 78 causes the entire linear light emitting region 52 to emit light.

  In the next FIG. 25, a light emission spot 51 indicating a stationary pedestrian Pe and a light emission spot 51 indicating a moving pedestrian Pe crossing the front of the vehicle are compared. Thus, even if the relative position of the risk object 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, or an animal. Therefore, for example, the light emitting spot 51 that notifies the moving pedestrian Pe is presented more conspicuously as viewed from the driver than the light emitting spot 51 that notifies the stationary pedestrian Pe. Specifically, the light emission control unit 78 causes the light spot 51 indicating the moving risk object to remain stationary by changing the light emission color, increasing the light emission luminance, enlarging the light emission size, and performing blinking. It is more conspicuous than the light emission spot 51 indicating the object.

  In the next FIG. 26, in a vehicle traveling on a left-handed road, a light emission spot 51 showing a pedestrian Pe crossing the front of the vehicle from the left side and a light emission spot 51 showing a pedestrian Pe crossing the front of the vehicle from the right side. And are being compared. When there is a vehicle on the left-handed road, the driver generally pays some attention to the pedestrian crossing from the left sidewalk. On the other hand, the driver tends to neglect vigilance for the pedestrian Pe approaching from the right side. Therefore, the light emission control unit 78 can present the light emission spot 51 with emphasis on the risk target that crosses from the right side more than the risk target that crosses from the left side, so that the right risk target can be noticed earlier.

  Contrary to the left-handed road environment, in the right-handed road environment, the vehicle crosses from the left side to the right side rather than 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 for informing the risk target is displayed in an emphasized manner.

  Furthermore, the light emission control unit 78 can adjust the light emission brightness of the light emission spot 51 in accordance with the ambient light environment around the vehicle. For example, in an environment where the surroundings are bright, such as in the daytime, if the brightness of the light emitting spot 51 is not increased, the driver easily misses the lighting of the light emitting spot 51. On the other hand, the light-emitting spot 51 can be sufficiently perceived by the driver even when the brightness is low in a dark external light environment such as when traveling through a tunnel or at night.

  Therefore, the brightness adjustment process shown in FIG. In the luminance adjustment process, when the illuminance information is acquired by the information acquisition unit 71 (S601), the light emission control unit 78 automatically adjusts the emission luminance of the light emission spot 51 according to the acquired illuminance information (S602). ). The light emission control unit 78 adjusts the light emission brightness of the light emission spot to be higher as the illuminance around the vehicle becomes higher, and emits light so that the light spot 51 does not feel dazzling to the driver when the vehicle surrounding is dark. Reduce brightness. Such luminance adjustment processing is repeatedly performed by the HCU 60 based on the fact that the power source of the vehicle has been 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 tends to overlook such risk target. Therefore, the backlight correction process shown in FIG. In the backlight correction process, when the illuminance information is acquired by the information acquisition unit 71 (S701), based on the acquired illuminance information, the backlight determination unit 76 uses the headlight of the sun or the oncoming vehicle or the like from the driver. It is determined whether or not the viewed risk object is in a backlight state (S702). When the risk target is not in the backlight state as viewed from the driver, the light emission control unit 78 adopts the normal light emission mode and displays the light emission spot 51 in the standard light emission mode (S703).

  On the other hand, when the risk target is in a backlit state as viewed from the driver by the sun or a headlamp, the light emission control unit 78 adopts the emphasized light emission mode, and the light emission mode is more emphasized than the normal light emission mode. The light emission spot 51 is displayed (S704). In the enhanced light emission mode, the light emission brightness, the saturation of the light emission color, and the like are adjusted higher than in the normal light emission mode.

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

  In the present embodiment described so far, when the vehicle is traveling at a low speed, the position of the light emission spot 51 is changed to the planned travel locus PP using the steering angle information, and the left and right positions of the risk target with respect to the vehicle direction. To be determined. Therefore, even in a situation where the driver performs a large steering operation at low speed, the direction of the light emission spot 51 as viewed from the driver is not significantly different from the direction of the risk target.

  In addition, in this embodiment, when the vehicle direction indicator 23 is turned on, the risk threshold for selecting a risk target is increased. Therefore, in the scene where the vehicle turns right or left or the scene where the lane is changed, a risk target with a high risk level is not presented by the light emission spot 51. With such control, a situation in which the light emission spot 51 is displayed in a direction significantly different from the risk target in a situation where the left and right relative positions of the risk target tend to fluctuate is avoided.

  Further, in the present embodiment, due to insufficient performance of the surroundings monitoring system 30 or the presence of the shielding object S, a situation in which it is difficult to detect the risk target even though the risk target continues exists temporarily. In this case, the light emission spot 51 continues to be displayed without being extinguished. And if the periphery monitoring system 30 returns to the state which can detect a risk target before progress of grace time, the light emission spot 51 can maintain the state displayed continuously. According to the above, it is possible to prevent a situation where the light emitting spot 51 frequently blinks due to the influence of inaccurate monitoring information or the like.

  Furthermore, in the present embodiment, when the distance from the vehicle to the risk target is equal to or greater than the separation threshold, the light emission spot 51 is displayed at the center position 53c of the linear light emission region 52. Therefore, it is possible to prevent a situation in which the position of the light-emitting spot frequently changes from side to side in a scene where the vehicle travels on a curve or travels while avoiding an obstacle at a low speed.

  According to the above, it is difficult for the driver to feel annoying the risk target by the light emission spot. Therefore, information presentation using the light emission spot 51 is information presentation that is highly receptive to the driver.

  In addition, in this embodiment, after the turn indicator 23 is turned on, when a risk target is detected on the outer peripheral side with respect to the planned course of the vehicle, the light emission spot 51 indicating the risk target is a linear light emission. It is temporarily displayed at the center position 53c of the region 52 (see FIG. 12). According to such information presentation, even in a scene in which the direction of the risk target viewed from the driver is switched between right and left by approaching the risk target, the light emission spot 51 can indicate the presence of the risk target to the driver without a sense of incongruity.

  Furthermore, in the present embodiment, the light emission spot 51 that notifies a risk object with a high risk level has a higher attractiveness by changing the light emission luminance, the light emission color, and the like. According to such control, a risk object having a high risk level can be presented to the driver in an easily understandable manner.

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

  In the present embodiment, when there are risk objects on both the left and right sides of the vehicle, the light emission 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). By such processing, frequent fluctuations in the lighting position of the light emission spot 51 due to frequent switching of the ranking of the risk level can be prevented. As a result, information presentation that is highly acceptable to the driver is realized.

  Furthermore, in the present embodiment, when the vehicle is traveling at a low speed and the risk target is far away, the light emission spot 51 is displayed at the center position 53c regardless of the left and right relative positions of the risk target (FIG. 19). In this way, if the control for temporarily displaying the light emitting spot 51 at the center position 53c is limited during low-speed traveling, the standby time of the light emitting spot 51 at the center position 53c is secured. According to the above, the movement of the light emission spot 51 that transitions from the center position 53c to the left position 53a or the right position 53b is easily understood by the driver.

  In addition, in this embodiment, the return of the light emission spot 51 to the central position 53c is prohibited. According to the above, frequent movement of the light emission spot 51 is suppressed. As a result, the driver's troublesomeness can be reduced.

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

  Furthermore, in this embodiment, the risk target that is located on the right side of the vehicle and moves in the right direction and the risk target that is located on the left side of the vehicle and moves in the left direction are not notified. In this way, if the risk target that is moving away from the vehicle is excluded from the notification target, further inconvenience can be reduced.

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

  In the present embodiment, the light emission luminance of the light emission spot 51 is automatically adjusted according to the illuminance around the vehicle. As described above, if the light emission brightness of the light emission spot 51 is appropriately maintained, the driver's troublesomeness can be further suppressed.

  Furthermore, in this embodiment, the light emission spot 51 is emphasized in the backlight 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. According to the above, the driver can smoothly avoid the risk target.

  In addition, in the present embodiment, the light emission spot 51 for informing the risk target crossing from the right side to the left side in the left-side traffic road environment is emphasized (see FIG. 26). On the other hand, in the right-hand traffic road environment, the light emission 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 a direction that tends to be overlooked is emphasized, the information presentation using the light emission spot 51 can further effectively contribute to avoiding the risk target.

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

  In the above embodiment, the periphery monitoring system 30 corresponds to a “periphery monitoring device”, the linear light emission region 52 corresponds to a “light emission region”, the information acquisition unit 71 includes “monitoring information acquisition unit”, “vehicle information”. It corresponds to an “acquisition unit” and an “illuminance acquisition unit”, and the HCU 60 corresponds to an “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 can be applied to various embodiments and combinations without departing from the scope of the present disclosure. be able to.

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

  In the said embodiment, only the risk object with a high risk level was selectively alert | reported by determination of the risk level. However, there are cases where it is difficult for a driver to understand the difference between a case that is a notification target and a case that is not a notification target. As a result, the driver may not be satisfied with the selection of the risk target, and the driver's acceptability for information presentation may be reduced.

  In practice, the movement direction, movement speed, and the like are not recognized until a short time after the presence or absence of the risk target and the relative position can be recognized. Therefore, if only the risk target with a high risk level is to be notified, a delay in notification timing may occur. Therefore, in the second modification shown in FIG. 30, most of the risk targets recognized by the periphery monitoring system are once notified by the light emission spot 51. Thereafter, only the risk object whose risk level has increased, such as a pedestrian Pe crossing the front of the vehicle, is further notified by the light emission spot 51 in the emphasized mode. With such a presentation method, it is possible to prevent a delay in notification and a decrease in acceptability.

  For example, a large number of pedestrians are present in an urban area and a school road. In such a scene, if an individual pedestrian is to be notified individually, the information presentation by the light emission 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 (for example, about 3 people) within a predetermined time threshold (for example, about 5 seconds), light emission The controller 78 selects a presentation method suitable for notifying a large number of risk targets.

  As an example, when there are a number of risk targets that exceed the target threshold within the time threshold, the light emission control unit 78 changes the light emission mode of the light emission spot 51 as compared with the case where only the risk target equal to or less than the target threshold exists. Change to a mode with low attractiveness. The reduction of the attractiveness is realized by suppressing the light emission luminance or lowering the saturation of the light emission color. According to such a process, a situation in which the driver's line of sight that needs attention to the traveling direction is attracted to the light emission spot 51 is avoided.

  As another example, 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 when the number of risk targets exceeding the target threshold exists within the time threshold. The display of 51 is stopped. If there are a large number of risk targets, the driver should have already performed driving considering the risk targets. Therefore, the process of turning off the light emitting spot 51 is effective in reducing the driver's trouble.

  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 a process, the risk target to be notified can be limited. Therefore, the troublesomeness of information presentation is reduced, and the driver can preferentially perceive a risk object with a high risk level.

  In the above embodiment, the position of the linear light emitting region provided on the instrument panel can be changed as appropriate. 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 allow the driver to visually recognize the light emission spot formed 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 area” is defined at the lower edge of the windshield.

  Furthermore, 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 from the instrument panel to both sides, and may be provided at each of the left and right door portions. A plurality of light emitting regions may be arranged in the width direction WD in a state of being separated from each other. Furthermore, the shape of each light emitting region is not limited to a linear shape, and may be changed as appropriate.

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

  In the above-described embodiment, 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 some of the plurality of information presentation processes. Further, the HCU may be able to execute only one of a plurality of information presentation processes.

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

23 Direction indicator, 30 Perimeter monitoring system (perimeter monitoring device), 52 Linear light emitting area (light emitting area), 53a Left position, 53b Right position, 53c Center position, 60 HCU (Information presentation apparatus), 71 Information acquisition unit ( Vehicle information acquisition unit, monitoring information acquisition unit, illuminance acquisition unit), 72 locus estimation unit, 73 risk determination unit, 74 distance determination unit, 75 type determination unit, 76 backlight determination unit, 77 region determination unit, 78 light emission control unit, PP Planned trajectory, Pe pedestrian (risk target)

Claims (23)

In a vehicle equipped with a perimeter monitoring device (30) for detecting a risk object to be noticed by a driver, the light emission of a light emitting area (52) provided in front of the driver is controlled, and the direction of the risk object is determined by An information presentation device for presenting to a driver,
A vehicle information acquisition unit (S103) for acquiring speed information and rudder angle information of the vehicle;
A monitoring information acquisition unit (S102) for acquiring relative position information of the risk target detected by the periphery monitoring device;
A trajectory estimation unit (S105) that estimates the planned travel trajectory (PP) of the vehicle using at least the rudder angle information;
A light emission control unit (S110) that determines a position of a light emission spot that is light-emitted and displayed in the light emission region based on the left and right positions of the risk target with respect to the scheduled travel locus
When the traveling speed indicated by the speed information is less than the low speed threshold, 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 vehicle direction. An information presentation device for determining a position of the light emission spot based on the information. In a vehicle equipped with a perimeter monitoring device (30) for detecting a risk object to be noticed by a driver, the light emission of a light emitting area (52) provided in front of the driver is controlled, and the direction of the risk object is determined by An information presentation device for presenting to a driver,
A vehicle information acquisition unit (S203) for acquiring operation information of the direction indicator (23) mounted on the vehicle;
A monitoring information acquisition unit (S202) for acquiring relative position information of the risk target detected by the periphery monitoring device;
A risk determination unit (S208, S209) for calculating a risk level for the risk target using at least the position information and determining whether the risk level exceeds a risk threshold;
A light emission control unit (S210) that determines a position of a light emission spot that is light-emitted and displayed in the light emission region, based on the position information of the risk target whose risk level exceeds a risk threshold;
The risk determination unit increases the risk threshold when the turn indicator is turned on compared to when the turn indicator is turned off (S206).   When the risk target is detected on the inner peripheral side with respect to the planned course of the vehicle after the turn indicator is turned on, the light emission control unit determines whether the risk target is left or right with respect to the direction of the vehicle. The information presentation apparatus according to claim 2, wherein the position of the light emission spot is determined based on the position of the light emission spot.   The light emission control unit, when the risk target is detected on the outer peripheral side with respect to the planned course of the vehicle after the turn indicator is turned on, the light emission spot indicating the risk target, The information presentation device according to claim 2 or 3, wherein the information presentation device is temporarily displayed at a central position (53c) of the light emitting region. In a vehicle equipped with a perimeter monitoring device (30) for detecting a risk object to be noticed by a driver, the light emission of a light emitting area (52) provided in front of the driver is controlled, and the direction of the risk object is determined by An information presentation device for presenting to a driver,
A monitoring information acquisition unit (S302) for acquiring monitoring information including at least the relative position information of the risk target detected by the periphery monitoring device;
A risk determination unit (S305, S306) for calculating a risk level for the risk target using at least the position information and determining whether the risk level exceeds a risk threshold;
A light emission control unit (S307) that determines a position of a light emission spot that is light-emitted and displayed in the light emission region based on the position information of the risk target whose risk level exceeds a risk threshold;
The light emission control unit 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 (S309).   The risk determination unit increases the risk threshold when there are a number of the risk targets that exceed the target threshold in the traveling direction of the vehicle, compared to a case where only the risk target equal to or lower than the target threshold exists. The information presentation apparatus according to any one of claims 2 to 5.   The said light emission control part displays the said light emission spot which alert | reports the said risk object in a highly attractive aspect, so that the said risk level calculated with respect to the said risk object becomes high. The information presentation apparatus described in 1.   The light emission control unit is arranged at a central position (53c) of the light emitting area, a left position (53a) defined on the left side of the central position when viewed from the driver, and a right side of the central position when viewed from the driver. The information presentation device according to any one of claims 1 to 7, wherein a display position of the light emission spot is determined from a defined right position (53b).   The information presentation apparatus according to claim 8, wherein the light emission control unit displays the light emission spots at both the left position and the right position when the risk objects exist on both left and right sides of the vehicle. A distance determination unit (S408) for determining whether the distance from the vehicle to the risk target exceeds a separation threshold based on the position information;
When the distance to the risk target exceeds the separation threshold, the light emission control unit sets the display position of the light emission spot indicating the risk target to the center regardless of the left and right relative positions of the risk target with respect to the vehicle. When the distance to the risk target is less than or equal to the separation distance, the display position of the light emission spot is shifted from the central position to the left and right in accordance with the left and right relative positions of the risk target with respect to the vehicle. The information presentation apparatus according to claim 8 or 9. In a vehicle equipped with a perimeter monitoring device (30) for detecting a risk object to be noticed by a driver, the light emission of a light emitting area (52) provided in front of the driver is controlled, and the direction of the risk object is determined by An information presentation device for presenting to a driver,
A monitoring information acquisition unit (S402) that acquires relative position information of the risk target detected by the periphery monitoring device;
A distance determination unit (S408) that determines whether the distance from the vehicle to the risk target exceeds a separation threshold based on the position information;
When the distance to the risk object exceeds the separation threshold, the display position of the light emission spot indicating the risk object is set to the center position of the light emission region (53c) regardless of the left and right relative positions of the risk object with respect to the vehicle. (S409), and when the distance to the risk object is equal to or less than the separation distance, the display position of the light emission spot is changed from the central position to the left and right according to the left and right relative positions of the risk object with respect to the vehicle. A light emission control unit (S410) for transition. A vehicle information acquisition unit (S403) for acquiring speed information of the vehicle,
The light emission control unit is related to a right and left relative position of the risk target with respect to the vehicle when a traveling speed indicated by the speed information is less than a low speed threshold and a distance to the risk target exceeds the separation threshold. The information presentation apparatus according to claim 11, wherein the display position of the light emission spot indicating the risk target is determined as the center position.   The said light emission control part does not display the said light emission spot in the said center position, when the number of the said risk object exceeding a target threshold value exists in the advancing direction of the said vehicle. Information presentation device.   The said light emission control part prohibits the control which returns the said light emission spot made to follow the movement of the said risk object from the said center position to right and left again to the said center position. The information presentation device described. The light emitting area is defined to extend along the width direction of the vehicle,
The information emission device according to any one of claims 1 to 14, wherein the light emission control unit causes the light emission spot to extend in a movement direction of the risk object by following the movement of the risk object.   The light emission control unit is notified by the light emission spot of the risk object that is located on the right side of the vehicle and moves in the right direction, and the risk object that is located on the left side of the vehicle and moves in the left direction. The information presentation device according to any one of claims 1 to 15, which cancels the operation. An area determination unit (77) that determines whether the position of the risk target is a travelable area where the vehicle can travel;
The said light emission control part stops the display of the said light emission spot for alert | reporting the said risk object, when it determines with the said area | region determination part that the said risk object exists outside the said driveable area | region. The information presentation device according to any one of 16. An illuminance acquisition unit (S601, S701) for acquiring illuminance information around the vehicle,
The light emission control unit adjusts the light emission luminance of the light emission spot to be higher as the illuminance around the vehicle becomes higher based on the illuminance information acquired by the illuminance acquisition unit (S602). The information presentation apparatus according to any one of the above. A backlight determination unit (S702) that determines whether or not the risk target viewed from the driver is in a backlight state;
The light emission control unit causes the light emission spot to be displayed in a more emphasized manner when the backlight determination unit determines that the backlight is in the backlight state than when it is determined that the backlight is not in the backlight state (S704). Item 19. An information presentation device according to any one of Items 1 to 18.   The light emission control unit is configured to detect the risk target crossing from the right side to the left side rather than the light emission spot notifying the risk target crossing the front of the vehicle from the left side to the right side in a left-side traffic road environment. The information presentation apparatus according to claim 1, wherein the light emitting spot to be notified is displayed in an emphasized manner.   The light emission control unit is configured to detect the risk target crossing from the left side to the right side rather than the light emission spot notifying the risk target crossing the front side of the vehicle from the right side to the left side in a right-hand traffic road environment. The information presentation apparatus according to claim 1, 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 information detected by the periphery monitoring device;
The information presentation apparatus according to any one of claims 1 to 21, wherein the light emission control unit changes a 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 exceeding the target threshold exists in the traveling direction of the vehicle, the light emission control unit attracts the light emission spot compared to the case where only the risk target equal to or lower than the target threshold exists. The information presentation apparatus according to any one of claims 1 to 22, wherein the information is emitted in a low-performance manner.

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