JP5177105B2 - Driving support display device - Google Patents

Description

  The present invention relates to a driving support display device that performs display for supporting driving of a vehicle.

  As a device that performs a display to support vehicle driving, an appropriate speed is predicted from the shape of the road on which the vehicle travels, and a speed abnormality is determined from the predicted appropriate speed and the current traveling speed of the vehicle, and determined as abnormal. Then, a device for displaying the fact is known (for example, Patent Document 1 and Patent Document 2).

  In Patent Document 1, an appropriate turning speed at the maximum curvature point is calculated based on the shape of the road on which the vehicle travels and the past maximum acceleration of the vehicle. Further, the predicted speed at the maximum curvature point is calculated based on the distance to the maximum curvature point, the current longitudinal acceleration and the current speed. Then, from the comparison between the appropriate turning speed and the predicted speed, it is determined whether or not the speed is exceeded. If it is determined that the speed is exceeded, an alarm is output (paragraphs 0023-0035 and 0042).

  In Patent Document 2, the excess speed is calculated by comparing the recommended approach speed of the curve stored in the road event database with the current vehicle speed input from the vehicle speed sensor. If the speed exceeds, one straight line having a length corresponding to the excess speed is displayed so as to protrude from the outer edge of the virtual sign (paragraphs 0011-0013).

JP 2009-116383 A JP 2005-122583 A

  In Patent Literatures 1 and 2, when the speed is exceeded, that is, when it is determined as dangerous, the passenger is notified for the first time. That is, if it is not determined as dangerous, no notification is given to the passenger.

  However, even if the driver is notified suddenly when it is determined to be dangerous, the driver may not be able to respond immediately to the notification, for example, when the other operation is full. It is done.

  Further, as in Patent Document 2, when the display indicating the excess of speed is only one straight line, there is a problem that it is difficult to intuitively recognize how much the excess of speed is.

  The present invention has been made on the basis of this situation, and the purpose of the present invention is to provide a driver with an easy-to-understand intuitive and easy-to-understand driving assistance for the driver with sufficient margin to check whether the current vehicle speed is appropriate. It is to provide a display device.

  In the invention according to claim 1 for achieving the object, regardless of the current vehicle speed, an ideal travel locus when traveling on the front curve from the front of the curve and a case where the vehicle travels on the front curve at the current vehicle speed. The predicted travel trajectory is displayed so as to be comparable, and the predicted travel trajectory is sequentially updated and the display is continued. Therefore, even if the current vehicle speed is the ideal speed for driving safely on the curve ahead, or if it is just above the ideal speed and it is not enough to judge it as dangerous, it is ideal. The traveling locus and the predicted traveling locus are displayed so as to be comparable. Therefore, compared with the case where the display is performed for the first time when it is determined as dangerous, the driver can check the display when there is a margin in the driving operation. In addition, whether the current vehicle speed is appropriate can be determined from the difference between the ideal travel locus and the predicted travel locus, so that it is easy to understand intuitively.

  Here, the predicted travel locus can be determined as described in claims 2, 4, and 6, for example.

  In claim 2, first, the target vehicle speed when traveling on the road ahead is calculated based on the road shape. Based on the ratio between the target vehicle speed and the current vehicle speed, the predicted travel locus is determined by deforming the ideal travel locus.

  In the aspect of the second aspect, it is preferable that the target vehicle speed is further calculated using an equation having a personal characteristic constant that can be set according to the user. In this way, the target vehicle speed can be determined reflecting personal preference.

  In claim 4, the curve radius of the road is acquired as the shape information. Further, the estimated curve radius is calculated by substituting the current vehicle speed into an equation that determines the curve radius based on the vehicle speed. Then, based on the ratio between the curve radius of the actual road and the estimated curve radius, the predicted travel locus is determined by deforming the ideal travel locus.

  In this aspect, it is preferable that the expression used for calculating the estimated curve radius includes a personal characteristic constant that can be set according to the user. In this way, the target vehicle speed can be determined reflecting personal preference.

  According to a sixth aspect of the present invention, the ideal travel locus is selected from a plurality of prestored locus shape patterns based on the road shape sequentially acquired by the road shape acquisition means. The predicted travel locus is selected from a plurality of prestored locus shape patterns based on the current vehicle speed sequentially acquired by the vehicle speed acquisition means. As described above, if the ideal travel locus and the predicted travel locus are selected from a plurality of pre-stored trajectory shape patterns, the calculation processing load can be reduced.

  According to a seventh aspect of the present invention, the vehicle further includes a deceleration necessity determination unit that sequentially determines whether deceleration is necessary based on a comparison between the current vehicle speed and the target vehicle speed. The display control means displays a pair of road shape lines indicating the shapes of the left and right ends of the road on which the host vehicle is traveling along with the ideal travel locus and the predicted travel locus on the notification information display means, and determines whether or not deceleration is necessary. Based on the determination that the vehicle needs to be decelerated, the predicted travel locus is displayed so as to intersect the road shape line. When the predicted travel locus is displayed so as to intersect with the road shape line, the driver who sees the display can easily recognize that the current vehicle speed cannot turn the curve ahead.

  In claim 8, a rectangular display region is provided as a display region for displaying the ideal travel locus and the predicted travel locus, and when it is determined that deceleration is necessary, the ideal travel locus is the left and right sides of the rectangular display region. Of these, the traveling direction end of the predicted traveling locus is displayed so as to be positioned on the upper side of the rectangular display area, while the traveling direction end is displayed on the side in the direction in which the road is curved. Even by displaying in this way, the driver who has seen the display can easily recognize that the current vehicle speed cannot turn the curve ahead.

  In claim 9, when it is determined that the vehicle is traveling in front of the curve, the ideal traveling locus and the predicted traveling locus are arranged such that their own vehicle direction ends are opposite to the curve direction from the center in the width direction of the rectangular display area. Display to be positioned. In this way, the difference between the ideal traveling locus and the predicted traveling locus at the end in the traveling direction becomes large, so that the alerting effect for excessive speed is increased.

  According to the tenth aspect, the ideal travel trajectory and the predicted travel trajectory are displayed in a manner in which either one of the line type and the color is different from each other. In this way, it is possible to easily distinguish between the ideal travel locus and the predicted travel locus.

  It is preferable that the ideal travel locus and the predicted travel locus are always displayed while the vehicle is traveling. In this way, it is possible to confirm whether the current vehicle speed is appropriate or not from the comparison between the ideal travel locus and the predicted travel locus at all times during vehicle travel.

  Further, as in the twelfth aspect, it is preferable to use a head-up display with a small amount of movement of the driver's line of sight as the notification information display means.

1 is a block diagram illustrating an overall configuration of a vehicle system 1. FIG. It is a figure explaining a target deceleration profile. In the vehicle system 1, it is a figure which shows the control content regarding a driving assistance display as a flowchart. It is a display example of a locus displayed in Step S10 when Step S8 is a negative determination. It is a display example of the locus displayed in Step S10 when Step S9 is executed. It is the example of a display of the locus | trajectory display area 31 of the indicator 30 at the time of drive | working the straight road without a curve for a while ahead. This is a display example in which the right end of the track is positioned on the opposite side of the curve and a right curve is detected. This is a display example in which a pair of road shape lines 34 are displayed in the locus display area 31 in addition to the ideal traveling locus 32 and the predicted traveling locus 33. It is a figure which illustrates three types of locus | trajectory shape patterns from which the magnitude | size of a curve radius differs.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing the overall configuration of the vehicle system 1, and the vehicle system 1 has a function as a driving support display device according to an embodiment of the present invention.

  As shown in FIG. 1, the vehicle system 1 includes a navigation system 10, an intelligent speed adaptation system (hereinafter referred to as an ISA system) 20, and a display 30 that is a notification information display unit. Yes.

  The navigation system 10 includes a host vehicle position detection unit 11, a vehicle information acquisition unit 12, a route estimation unit 13, a curve detection unit 14, and the like. The own vehicle position detection unit 11 includes, for example, a GPS receiver for a global positioning system (GPS), and sequentially calculates absolute position coordinates indicating the current position of the vehicle based on radio waves from satellites received by the GPS receiver. taking measurement. Also, a sensor for detecting the relative position of the vehicle, such as a geomagnetic sensor for detecting the absolute azimuth of the vehicle, a gyroscope for detecting the relative azimuth of the vehicle, a distance sensor for detecting the mileage of the vehicle, etc. The current position may be determined by correcting the absolute position coordinates based on signals from these sensors or the like. The own vehicle position detection unit 11 outputs the current position sequentially determined in this way to the route estimation unit 13 and the curve detection unit 14.

  The vehicle information acquisition unit 12 is the current vehicle speed, acceleration, and driver operation signal of the host vehicle (for example, a signal indicating a blinker lighting state, an accelerator opening, a brake signal indicating on / off of a brake, and a steering angle signal indicating a steering angle). Vehicle information such as is acquired sequentially. In addition, since this vehicle information acquisition part 12 acquires a vehicle speed, it is equivalent to the vehicle speed acquisition means of a claim.

  The route estimation unit 13 estimates a future route of the host vehicle using the current position of the host vehicle input from the host vehicle position detection unit 11 and map information stored in a storage device (not shown). Further, the future route may be estimated using the vehicle information described above, and when the guide route is set, the future route of the host vehicle is estimated using the guide route information. Also good.

  The curve detection unit 14 also functions as a road shape acquisition unit according to the claims, and uses the curvature C of the road as shape information of a road (hereinafter referred to as a forward road) between the vehicle position and a predetermined distance ahead. , And based on the obtained curvature C, it is sequentially detected whether or not a curve (a road having a curvature C equal to or greater than a predetermined value) exists on the road ahead. Note that, instead of the curvature C, the curvature radius R that is the reciprocal thereof may be acquired as the shape information.

  The curve detection unit 14 receives a signal from an autonomous sensor such as a laser sensor or a signal indicating a captured image of an in-vehicle camera. For example, the curve detection unit 14 detects a road lane line using a signal from an autonomous sensor such as a laser sensor or a signal from an in-vehicle camera, and calculates the curvature C of the road from the degree of curvature of the road lane line. Further, the curvature C of the road may be determined using the estimated route estimated by the route estimation unit 13. In addition to the calculation of the curvature C of the road, the slope and the road surface μ may be determined using a signal from an autonomous sensor or a signal from a vehicle-mounted camera.

  The navigation system 10 and the ISA system 20 are connected by an in-vehicle LAN (not shown) or the like, so that signals can be transmitted and received. Then, the navigation system 10 sends forward road information such as the curvature C, slope, and road surface μ of the forward road to the ISA system 20 through the in-vehicle LAN.

  Next, the ISA system 20 will be described. The ISA system 20 includes a target vehicle speed calculation unit 21, a deceleration necessity determination unit 22, a locus calculation unit 23, a display control unit 24, and the like.

The target vehicle speed calculation unit 21 calculates a vehicle speed (target vehicle speed) Vtgt that should be a target when the host vehicle travels on the road ahead. Specifically, the target vehicle speed V _tgt is calculated by substituting the curvature C transmitted from the navigation system 10 into the following equation 1. In Equation 1, K is a vehicle constant, and Jy, τ, and α are compatible constants. Specifically, K is a stability factor, Jy is a target lateral jerk, τ is a clothoid (steering) time, and α is another environmental factor variable. The stability factor K is a predetermined constant value, and the target lateral jerk Jy can be set for each individual. For example, large, medium, and small values can be set by a switch operation. This target lateral jerk Jy comes to the individual characteristic constant in the claims. The clothoid (steering) time is the time for the driver to steer the steering from the straight-ahead steering state toward the steady R, and may be a preset constant value, or when the clothoid length and size can be acquired from the navigation system 10. Alternatively, the length of the acquired clothoid may be switched according to the size. The other environmental factor variable α is a parameter that varies depending on the road environment such as road gradient and road surface μ.

The deceleration necessity determination unit 22 sequentially determines whether deceleration is necessary based on a comparison between the current vehicle speed V _cur and the target vehicle speed V _tgt . Specifically, (1) First, using the target vehicle speed V _tgt , a target deceleration profile indicating a temporal change in the deceleration a is generated. (2) Next, the target deceleration profile Dist _dec is calculated by integrating the target deceleration profile twice. (3) Further, a deceleration allowance distance Dist _tgt is calculated from the target deceleration distance Dist _dec . (4) Then, based on this deceleration margin distance Dist _tgt and the current distance to the next curve, it is determined whether deceleration is necessary. Hereinafter, the above (1) to (4) will be described in detail.

(1) In generating the target deceleration profile, first, the target maximum deceleration a _dec is calculated from the following equation 2. In Equation 2, V _cur is the current vehicle speed, and V _tgt is the aforementioned target vehicle speed. K _d is a deceleration constant, and is a parameter that can be set by the user as in the case of the horizontal jerk described above. However, it may be set automatically based on the maximum deceleration in the past traveling or the like.

After calculating the target maximum deceleration a _dec, then the minimum value of the target jerk that is pre-determined minj _dec and maximum value of the target jerk maxj _dec, 2 by using the above-described target maximum deceleration a _dec Times t ₁ and t ₂ in the exemplified target deceleration profile are calculated. Finally, the time t ₃ shown in FIG.

(2) The target deceleration distance Dist _dec is calculated by integrating the target deceleration profile generated in (1) twice as described above.

(3) The deceleration allowance distance Dist _tgt is calculated from the following equation 4. In Equation 4, Dist _dec is the aforementioned target deceleration distance, and V _cur is the current vehicle speed. T _delay is a vehicle response delay time, and T _Dr is a driver operation delay time. Accordingly, the deceleration allowance distance Dist _tgt means a distance necessary for deceleration considering vehicle response delay and driver operation delay. Note that the vehicle response delay time T _delay and the driver operation delay time T _Dr are preset constants.

(4) The determination as to whether or not deceleration is necessary is performed when the two conditions shown in the following formulas 5 and 6 are both satisfied as the time when deceleration is necessary. In Equation 6, Dist _tgt is the above-mentioned deceleration margin distance, Dist _Alert is the alarm margin distance, D _nextCurve is the current distance to the next curve, and is calculated from the current position and the road map data possessed by the navigation system 10 To do. Note that when the alarm margin distance Dist _{Alert is set} to 0 m, the intervention control is started.

  When the expressions 5 and 6 are satisfied and it is determined that deceleration is necessary, the locus determination unit 23 described below determines a locus shape that makes it easy to understand that deceleration is necessary. Next, the locus determination unit 23 will be described.

The trajectory determining unit 23 corresponds to the ideal travel trajectory determining means and the predicted travel trajectory determining means in the claims, and sequentially determines the ideal travel trajectory and the predicted travel trajectory. In this embodiment, first, an ideal travel locus is calculated. Then, the predicted travel locus is determined by deforming the ideal travel locus calculated earlier based on the speed ratio between the current vehicle speed V _cur and the target vehicle speed V _tgt described above.

  First, the ideal travel locus will be described. The ideal travel locus is determined using the road curvature C transmitted from the navigation system 10. The curvature C transmitted from the navigation system 10 may be a curvature included in the road map information, or may be a curvature based on a travel locus when the host vehicle has actually traveled in the past.

As described above, the predicted travel locus is obtained by deforming the ideal travel locus based on the speed ratio between the current vehicle speed V _cur and the target vehicle speed V _tgt described above. More specifically, a distance difference Δd between the travel direction ends of the ideal travel track and the predicted travel track displayed on the display 30 is determined from the speed ratio between the current vehicle speed V _cur and the target vehicle speed V _tgt described above. The predicted travel trajectory is determined by deforming the ideal travel trajectory in the vertical direction so that the length between the travel direction ends becomes the distance difference Δd.

The distance difference Δd is calculated from Equation 7 below. In Expression 7, d is a display setting distance, which may be a fixed value or may be changed by an individual.

Further, the distance difference Δd may be calculated from Expression 9 by calculating an estimated curve radius R _cal from the following Expression 8 and using the estimated curve radius and the actual curve radius R _real . Equation 8 can be derived by modifying Equation 1 described above. Moreover, the information transmitted from the navigation system 10 is used for the actual curve radius R _{real as} with the ideal travel locus.

  The display control unit 24 always displays the ideal travel track and the predicted travel track determined by the track determination unit 23 in the track display area of the display 30 while the vehicle is traveling. However, the predicted travel locus is displayed in a manner that makes it easy to understand that deceleration is necessary when the above-described deceleration necessity determination unit 22 determines that deceleration is necessary (the specific display manner is as follows). Will be described later).

  In the present embodiment, the display 30 is a head-up display that displays information on the front windshield, and is controlled by the display control unit 24 described above to display the ideal travel locus and the predicted travel locus in the locus display area. indicate.

  FIG. 3 is a diagram showing a control content related to the driving support display in the vehicle system 1 as a flowchart. Next, the control contents regarding the driving support display will be described with reference to FIG. Note that the process shown in FIG. 3 is repeatedly executed at regular intervals while the vehicle is traveling.

  As shown in FIG. 3, first, in step S <b> 1, the own vehicle position detection unit 11 detects the current position of the own vehicle. In continuing step S2, the vehicle information acquisition part 12 acquires the above-mentioned various vehicle information. In step S3, the route estimation unit 13 estimates the future route of the host vehicle based on the current position detected in step S1 and the vehicle information acquired in step S2.

  In step S4, the curve detection unit 14 detects whether or not a curve exists on the road between the vehicle position and a predetermined forward distance from the current position detected in step S1 and the estimated route estimated in step S3. To do.

  In step S5, the target vehicle speed calculation unit 21 calculates the target vehicle speed Vtgt using the above-described equation 1. In step S <b> 6, the trajectory determination unit 23 determines an ideal travel trajectory using the curvature C transmitted from the navigation system 10. In step S7, the trajectory determining unit 23 calculates the distance difference Δd from the equation 7 or 9, and deforms the ideal travel locus determined in step S6 based on the distance difference Δd in the vertical direction, thereby predicting the travel trajectory. Is calculated.

  In step S8, the deceleration necessity determination unit 22 determines whether or not deceleration is necessary by determining whether or not the conditions shown in Equations 5 and 6 are satisfied. If it is determined that deceleration is necessary, the process proceeds to step S9, and after the predicted travel locus calculated in step S7 is deformed, the process proceeds to step S10. On the other hand, if it is determined that deceleration is not necessary, the process proceeds directly to step S10.

  In step S10 executed when step S8 is negative, the display control unit 24 displays the ideal travel locus and the predicted travel locus determined in steps S6 and S7 in the locus display area of the display 30 as they are.

  FIG. 4 is a display example of the trajectory displayed in step S10 when step S8 is negative. In the example of FIG. 4, the trajectory display area 31 has a rectangular shape that is long in the vertical direction, and the ideal travel trajectory 32 and the predicted travel trajectory 33 are simultaneously displayed in the trajectory display area 31. In the example shown in FIG. 4, the ideal travel locus 32 and the predicted travel locus 33 are overlapped at the vehicle direction end (the lower end in the drawing), while the traveling direction end (the upper end in the drawing) is the distance difference described above. It is separated by Δd. Moreover, the own vehicle direction end is located in the center of the trajectory display area in the width direction.

As illustrated in FIG. 4, when the ideal travel locus 32 and the predicted travel locus 33 are simultaneously displayed on the display device 30, the driver can view the ideal travel locus 32 displayed on the display device 30 and the predicted travel track. By comparing with the track 33, before entering the curve ahead, the degree of divergence between the target vehicle speed V _tgt which is an ideal vehicle speed for driving safely on the curve and the current vehicle speed V _cur is shown as the shape of the track. It can be judged intuitively from the difference. In FIG. 4, the two dot-dot lines are the center line in the width direction and the center line in the vertical direction of the rectangular display area 31, respectively, but are shown for convenience of explanation and are actually displayed. Absent.

If step S8 is affirmative, step S9 is executed. In step S9, the predicted travel locus 33 calculated in step S7 is corrected to an aspect in which it is easy to understand the overspeed. Specifically, as shown in FIG. 5, it is assumed that the traveling direction end of the predicted traveling locus 33 is deformed into a shape located on the upper side of the rectangular locus display area 31. Specifically, the calculation for this deformation is performed as follows. First, the position of the travel direction end of the predicted travel locus 33 after deformation is determined, and the position of the travel direction end of the predicted travel track 33 after deformation and the position of the travel direction end of the predicted travel track 33 before deformation are determined. Based on the above, the deformation rate in the vertical direction and the horizontal direction is determined. Then, the predicted travel locus calculated in step S7 is deformed with the determined deformation rate. In addition, the position of the traveling direction end of the predicted traveling locus 33 after the deformation may be set in advance, and the position of the predicted traveling locus 33 may be set to the center in the width direction as the difference between the current vehicle speed V _cur and the target vehicle speed V _tgt increases. May be.

  Further, in the situation where it is determined that deceleration is necessary in step S8, the curvature C of the road ahead is normally relatively large. Therefore, the ideal travel locus 32 determined in step S6 has its traveling direction end not corrected. It will be located on the left and right sides of the trajectory display area 31. However, in the state where the shape is not corrected, when the traveling direction end of the ideal traveling locus 32 is positioned on the upper side of the locus display region 31, the traveling direction end of the ideal traveling locus 32 is the locus display region in this step S9. The ideal travel locus 32 is corrected so as to be positioned on the side of the left and right sides of the road 31 in the direction in which the road is curved. The method for correcting the shape of the ideal travel locus 32 is, for example, in the same manner as the predicted travel locus 33 described above, a step in which the travel direction end of the corrected ideal travel locus 32 is set in advance and this position is set. The ideal travel locus 32 determined in S6 is deformed vertically and horizontally.

FIG. 5 is a display example of the trajectory displayed in step S10 after executing step S9. In the example shown in FIG. 5, the traveling direction end of the ideal traveling locus 32 is located on the right side of the locus display area 31, while the traveling direction end of the predicted traveling locus is located on the upper side of the locus display area 31. By displaying in this way, it becomes easy to understand that the vehicle cannot be turned forward if the current vehicle speed V _cur remains unchanged. When the driver who recognizes that the speed has been exceeded by looking at the display illustrated in FIG. 5 performs a deceleration operation, the predicted travel locus 33 gradually approaches the ideal travel locus 32. Therefore, the curve can be safely traveled by adjusting the speed so that the predicted travel locus 33 overlaps the ideal travel locus 32.

  In the present embodiment, the ideal traveling locus 32 and the predicted traveling locus 33 are always displayed in the locus display area 31 of the display device 30. Therefore, the ideal travel locus 32 and the predicted travel locus 33 are displayed even when traveling on a straight road. FIG. 6 is a display example of the trajectory display area 31 of the display device 30 when traveling on a straight road with no curve ahead for a while. As shown in FIG. 6, when traveling on a straight road with no curve ahead for a while, the ideal travel locus 32 and the predicted travel locus 33 are displayed overlapping each other.

As described above, according to the present embodiment described above, the shape of the forward road and the current vehicle speed V _cur are sequentially acquired, and the ideal travel locus 32 and the predicted travel locus 33 are obtained from the sequentially acquired shape of the forward road and the current vehicle speed V _cur. While the vehicle is traveling continuously, the ideal travel locus 32 and the predicted travel locus 33 are displayed on the display 30 at all times while the vehicle is traveling. Therefore, even if the current vehicle speed V _cur is the ideal speed for safely driving on the curve ahead, or if it is just above the ideal speed and not so dangerous The ideal travel locus 32 and the predicted travel locus 33 are displayed on the display 30. Therefore, compared with the case where the display is performed for the first time when it is determined to be dangerous, the driver can confirm the display when there is a margin in the driving operation. In addition, since it is possible to determine whether the current vehicle speed V _cur is appropriate from the deviation between the ideal travel locus and the predicted travel locus, it is easy to understand intuitively.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment, The following embodiment is also contained in the technical scope of this invention, and also the summary other than the following is also included. Various modifications can be made without departing from the scope.

(Modification 1)
For example, in the above-described embodiment, the own vehicle direction end of the ideal travel locus 32 and the predicted travel locus 33 is fixed at the center in the width direction of the locus display area 31, but may be as follows. When the curve detection unit 14 detects the presence of a curve, that is, when it can be determined that the vehicle is traveling in front of the curve, the vehicle direction end of the ideal traveling locus 32 and the predicted traveling locus 33 is the width of the locus display area 31. The display positions of the ideal travel locus 32 and the predicted travel locus 33 may be changed so that they are located on the opposite side of the curve direction from the center of the direction.

  FIG. 7 shows a display example when the right curve is detected. As shown in FIG. 7, when the right curve is detected, the vehicle direction ends of the ideal travel locus 32 and the predicted travel locus 33 are in the curve direction. It is located on the opposite side (left direction) from (right direction). In this way, the distance between the trajectories 32 and 33 at the end in the traveling direction is compared with the case where the ends of the trajectories 32 and 33 are displayed at the center in the width direction of the trajectory display area 31 with the same curvature. The difference increases. For this reason, the alerting effect for excessive speed is increased.

(Modification 2)
In the above-described embodiment, only the ideal traveling locus 32 and the predicted traveling locus 33 are displayed in the locus display area 31. However, as shown in FIG. 8, the road where the host vehicle is traveling is displayed. A pair of road shape lines 34 indicating the shapes of the left and right ends may be displayed. It should be noted that the left and right ends of the road indicated by the road shape line 34 are one traveling lane in which the host vehicle is traveling, or in the case where there are a plurality of lanes, It is preferable to indicate the left and right ends of the entire lane, but as a substitute for these, the shape of the road including the oncoming lane may be indicated.

  The shape of the road shape line 34 includes, for example, an in-vehicle camera, a laser sensor, and the like, and when the road lane line can be detected from these, it is determined from the detection result. Alternatively, the road shape line 34 may be determined by deforming the ideal travel locus.

  And in the aspect which displays this road shape line 34, when the deceleration necessity judgment part 22 judges that deceleration is not required, the prediction driving | running | working locus | trajectory 33 is displayed so that the road shape line 34 may not be crossed. On the other hand, when it is determined that deceleration is necessary, the predicted traveling locus 33 is displayed so as to intersect the road shape line 34 as shown in FIG. When the predicted travel locus 33 is displayed so as to intersect with the road shape line 34, the driver who sees the display can easily recognize that the current curve cannot turn the curve ahead. .

(Modification 3)
Moreover, you may select an ideal driving | running | working locus | trajectory and an estimated driving | running | working locus | trajectory from the some locus | trajectory shape pattern memorize | stored beforehand. For example, as shown in FIG. 9, three types of locus shape patterns having different curve radii are stored in advance. As the ideal travel locus, one pattern is selected from the three types of locus shape patterns according to the road shape acquired by the curve detection unit 14. On the other hand, the predicted traveling locus, for example, from the current vehicle speed V _cur that vehicle information acquisition unit 12 has acquired to calculate the estimated curve radius R _cal using equation 8 described above, according to the estimated curve radius R _cal that this calculated Then, one pattern is selected from the above three types of trajectory shape patterns. As described above, if the ideal travel locus and the predicted travel locus are selected from a plurality of pre-stored trajectory shape patterns, the calculation processing load can be reduced.

(Modification 4)
In the above-described embodiment, the ideal travel locus 32 and the predicted travel locus 33 are always displayed. However, the ideal travel locus 32 and the predicted travel locus 33 are not always necessary to be displayed, and are further before the point where deceleration is determined before the curve. Display may be performed from the display start distance _Dstart .

This display start distance D _start is a distance (= Dist _tgt + Dist _Alert + D _m ) obtained by adding a preset margin distance D _m to the left side of Equation 6 described above. Even if the display is started from the display start distance _Dstart , the driver can check the display when there is a margin in the driving operation. In this aspect, the display end time is, for example, the time when the vehicle has finished turning a curve and travels on a straight road.

(Other examples)
In the above-described embodiment, when it is determined that deceleration is necessary, step S9 is executed to deform the predicted traveling locus 32 calculated in step S7. However, step S9 is not necessarily executed.

  Further, the predicted travel locus 33 does not have to be a dotted line, but may be a solid line. Further, the predicted traveling locus 33 and the ideal traveling locus 32 may have different colors.

1: vehicle system, 10: navigation system, 11: own vehicle position detection unit, 12: vehicle information acquisition unit, 13: route estimation unit, 14: curve detection unit (road shape acquisition means), 20: ISA system, 21: Target vehicle speed calculation section (target vehicle speed calculation means), 22: Deceleration necessity judgment section (deceleration necessity judgment means), 23: Trajectory determination section, 24: Display control section (display control means), 30: Indicator (notification information) Display means), 31: trajectory display area, 32: ideal travel trajectory, 33: predicted travel trajectory, 34: road shape line

Claims (12)

Road shape acquisition means for sequentially acquiring the shape information of the road ahead of the host vehicle;
Vehicle speed acquisition means for sequentially acquiring the current vehicle speed of the host vehicle;
Notification information display means for displaying notification information to the driver;
Based on the shape information sequentially acquired by the road shape acquisition means, ideal travel locus determination means for determining an ideal travel locus that is an ideal travel locus when traveling on the road from which the shape information was acquired;
Based on the shape information acquired by the road shape acquisition means and the current vehicle speed sequentially acquired by the vehicle speed acquisition means, the predicted travel locus predicting the travel locus when the host vehicle travels on the road ahead is sequentially determined. Predicted travel locus determination means;
When there is a curve on the road from which the road shape acquisition unit has acquired the road shape, regardless of the current vehicle speed acquired by the vehicle speed acquisition unit, the predicted traveling locus is sequentially updated from the front of the curve, A driving control display device, comprising: a display control unit that causes the notification information display unit to display a predicted traveling locus and the ideal traveling locus in a manner that allows comparison. In claim 1,
Based on the road shape acquired by the road shape acquisition means, comprising target vehicle speed calculation means for calculating a target vehicle speed when traveling on the road ahead,
The predicted travel locus determination means determines the predicted travel locus by deforming the ideal travel locus based on a ratio between the target vehicle speed calculated by the target vehicle speed calculation means and the current vehicle speed acquired by the vehicle speed acquisition means. A driving assistance display device characterized by: In claim 2,
The target vehicle speed calculation means calculates the target vehicle speed from the road shape using an equation having a personal characteristic constant that can be set according to a user. In claim 1,
The road shape acquisition means acquires a road curve radius as the shape information,
The predicted travel locus determination means includes an estimated curve radius that can be calculated by substituting the current vehicle speed acquired by the vehicle speed acquisition means into an equation that determines the curve radius based on the vehicle speed, and an actual curve radius acquired by the road shape acquisition means. A driving assistance display device characterized in that the predicted traveling locus is determined by deforming the ideal traveling locus based on the ratio to the above. In claim 4,
The driving support display device, wherein the formula used to calculate the estimated curve radius in the predicted travel locus determination means includes a personal characteristic constant that can be set according to a user. In claim 1,
The ideal travel trajectory determining means selects the ideal travel trajectory from a plurality of trajectory shape patterns stored in advance based on the road shape sequentially acquired by the road shape acquiring means,
The predicted traveling locus determination means selects the predicted traveling locus from a plurality of prestored locus shape patterns based on the current vehicle speed sequentially acquired by the vehicle speed acquisition means. Display device. In any one of Claims 1-6,
Further comprising a deceleration necessity determination means for sequentially determining whether deceleration is necessary based on a comparison between the current vehicle speed and the target vehicle speed;
The display control means displays, on the notification information display means, a pair of road shape lines indicating the shapes of the left and right ends of the road on which the host vehicle is traveling together with the ideal travel locus and the predicted travel locus, A driving assistance display device, characterized in that the predicted travel locus is displayed so as to intersect the road shape line based on the determination that deceleration is necessary in the deceleration necessity determination means. In any one of Claims 1-6,
Further comprising a deceleration necessity determination means for sequentially determining whether deceleration is necessary based on a comparison between the current vehicle speed and the target vehicle speed;
The notification information display means has a rectangular display area as a display area for displaying the ideal travel locus and the predicted travel locus,
When the display control unit determines that deceleration is necessary in the deceleration necessity determination unit, the travel direction end of the ideal travel locus is set to a side of a direction in which a road is curved among the left and right sides of the rectangular display area. A driving assistance display device that displays the predicted travel locus so that the travel direction end of the predicted travel locus is positioned on the upper side of the rectangular display area . In any one of Claims 1-6,
The notification information display means has a rectangular display area as a display area for displaying the ideal travel locus and the predicted travel locus,
When the display control unit determines that the vehicle is traveling in front of a curve based on the road shape in front of the road acquired by the road shape acquisition unit, the display unit displays the ideal traveling locus and the predicted traveling locus as their own vehicles. A driving assistance display device, characterized in that the direction end is displayed so as to be located on the opposite side of the curve direction from the center in the width direction of the rectangular display area. In any one of Claims 1-9,
The driving control display device, wherein the display control means displays the ideal travel locus and the predicted travel locus in a mode in which either one of a line type and a color is different. In any one of Claims 1-10,
The driving control display device characterized in that the display control means always displays the ideal travel trajectory and the predicted travel trajectory on the notification information display means during vehicle travel. In any one of Claims 1-11,
A driving support display device using a head-up display as the notification information display means.

Images