JP2017182563A - Periphery risk display device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a periphery risk display device that enables a user to determine the adequacy of the simulated travel locus by the automatic operation.SOLUTION: A periphery risk display device provided to a vehicle for displaying a risk object around the own vehicle includes: environment recognizing means 60 that recognizes the environment around the own vehicle; periphery risk recognizing means 200 that extracts the risk object with a predetermined risk potential or more, and estimates the risk potential distribution around the risk object; simulated travel locus setting means 50 that sets the simulated travel locus of the own vehicle by connecting the places where the risk potential is low; and displaying means 210 that displays an image expressing the risk potential distribution around the risk object overlapping with the risk object, and also displays an image expressing the simulated travel locus.SELECTED DRAWING: Figure 9

Description

  The present invention relates to a peripheral risk display device that displays an image of a peripheral risk of a vehicle such as an automobile, and more particularly to a device that allows a user to appropriately determine the validity of an assumed travel locus by automatic driving.

  In order to prevent accidents and improve safety in vehicles such as automobiles, various risks such as other running vehicles, stopped vehicles, pedestrians, cyclists, buildings, terrain, etc. existing around the vehicle The relative position and relative speed of the target object with respect to the host vehicle are sequentially recognized by various sensors, etc., and the risk potential of the risk target object that fluctuates sequentially depending on the driving situation and the surrounding situation while the vehicle is running There is a need for technology to communicate to

For example, Patent Documents 1 and 2 include conventional tactile information based on the reaction force of the accelerator pedal and visual information based on the image display of the head-up display (HUD) as conventional techniques related to the transmission of peripheral risk information to the user (driver). It is described that, in a vehicle driving assistance device for transmitting a risk potential to a driver, contour lines connecting places where risk potentials representing the degree of approach between the host vehicle and a front obstacle are equivalent are displayed. .
Further, in Patent Document 3, in a vehicle steering apparatus that allows a driver to recognize a situation by performing steering suppression according to the degree of danger, an obstacle such as another vehicle around the own vehicle is detected and detected by a radar or the like. It is described that the risk potential of each obstacle is obtained based on the relative motion information of the other vehicle with respect to the host vehicle, and the risk potential is displayed in contour lines.

JP 2011-70686 A JP 2007-182224 A Japanese Patent Application Laid-Open No. 10-211886

In a vehicle that performs automatic driving, when the user (driver during manual driving) appropriately determines the validity of the assumed driving locus by automatic driving and determines that the assumed driving locus is inappropriate, the user immediately It is necessary to take over the operation by manual operation.
For this reason, it is desired to present information that allows the user to appropriately determine the validity of setting the assumed travel locus by automatic driving.
In addition, if such information can be presented, it is easy for the user to determine how to drive the host vehicle after taking over driving by manual driving.
An object of the present invention is to provide a peripheral risk display device that allows a user to appropriately determine the validity of an assumed traveling locus by automatic driving.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is a peripheral risk display device that is provided in a vehicle and displays a risk object around the host vehicle, the environment recognition unit recognizing the environment around the host vehicle, and the recognition result of the environment recognition unit A risk object having a risk potential greater than or equal to a predetermined value based on the risk object, a peripheral risk recognition means for estimating a risk potential distribution around the risk object, and a portion having a low risk potential estimated by the peripheral risk recognition means An assumed traveling locus setting means for setting an assumed traveling locus of the own vehicle by connecting the two, and an image showing the risk potential distribution around the risk object extracted by the surrounding risk recognition means and the risk object superimposed on the display And a display means for displaying an image showing the assumed traveling locus together. It is a disk display device.
According to this, it is possible to easily grasp the risk object existing around the vehicle and the risk potential distribution around the risk object in association with the assumed travel locus of the vehicle set so as to avoid a place where the risk potential is high. It is possible to easily determine the safety and validity of the assumed traveling locus based on the positional relationship between the assumed traveling locus and the risk potential distribution.
Further, when the driver takes over the driving operation from the automatic driving, it is possible to easily determine what driving operation should be performed.
For example, it is possible to easily grasp what kind of driving operation is possible without entering a region having a high risk potential.

According to a second aspect of the present invention, the assumed traveling locus setting means sets the estimated traveling locus by correcting the locus obtained by connecting the locations having the low risk potential so as to conform to the lane shape in front of the host vehicle. The peripheral risk display device according to claim 1, wherein:
According to this, it is possible to set a natural assumed traveling locus with respect to the lane shape, and it is possible to prevent the occupant of the own vehicle or an external person from feeling uncomfortable due to an unnatural behavior.

The invention according to claim 3 is characterized in that the display means displays the risk potential distribution by a contour display formed around the risk object by connecting points where the heights of the risk potentials are equal. The peripheral risk display device according to claim 1 or 2.
This makes it possible for the user to intuitively and easily understand the distribution of risk potential.

According to a fourth aspect of the present invention, when the assumed travel locus reaches an area where the height of the risk potential is equal to or higher than a predetermined threshold, the display means does not display the assumed travel locus beyond the arrival point. The peripheral risk display device according to any one of claims 1 to 3, wherein the peripheral risk display device is a peripheral risk display device.
According to this, it is possible to prevent the user from being misunderstood as if it can pass safely by not displaying to the user an assumed travel locus that cannot be realized unless it passes through a region having a high risk potential.
Further, during automatic driving, the user can be made aware that there is a problem with the setting of the assumed traveling locus, and can be urged to take action such as setting a different assumed traveling locus or switching to manual operation.

  As described above, according to the present invention, it is possible to provide a peripheral risk display device that allows a user to appropriately determine the validity of an assumed traveling locus by automatic driving.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram schematically illustrating a configuration of a vehicle provided with a first embodiment of a peripheral risk display device to which the present invention is applied. FIG. 2 is a schematic diagram illustrating an arrangement of sensors that recognize the surroundings of the vehicle in the vehicle according to the first embodiment. It is a figure which shows an example of the user visual field in the vehicle which has the periphery risk display apparatus of Example 1. FIG. It is a figure which shows an example of the image display in the periphery risk display apparatus of Example 1. FIG. It is a figure which shows an example of the contour display of a risk potential in case the risk target object in the surrounding risk display apparatus of Example 1 is a passenger car. It is a figure which shows an example of the contour display of a risk potential in case the risk target object in the surrounding risk display apparatus of Example 1 is a truck. It is a figure which shows an example of the contour display of a risk potential in case the risk target object in the surrounding risk display apparatus of Example 1 is a two-wheeled vehicle. It is a figure which shows an example of the contour display of a risk potential in case the risk target object in the surrounding risk display apparatus of Example 1 is a pedestrian. It is a figure which shows an example of the assumption driving | running | working locus | trajectory in the periphery risk display apparatus of Example 1. FIG. It is a figure which shows the other example of the assumption driving | running | working locus | trajectory in the periphery risk display apparatus of Example 1. FIG. It is a figure which shows an example of the user view in Example 2 of the periphery risk display apparatus to which this invention is applied.

  The present invention provides a task for providing a peripheral risk display device that allows a user to appropriately determine the validity of an assumed travel locus by automatic driving, and an assumed travel locus that connects places with low risk potential around a risk object. The problem was solved by displaying it superimposed on the risk potential distribution.

Embodiment 1 of the peripheral risk display device to which the present invention is applied will be described below.
FIG. 1 is a block diagram schematically showing the configuration of a vehicle provided with Example 1 of a peripheral risk display device to which the present invention is applied.
The peripheral risk display device according to the first embodiment is provided, for example, in a vehicle 1 that is an automobile such as a passenger car having an automatic driving function. Information on risk etc. is displayed as an image.
The user can monitor the peripheral risk and verify the validity of the target travel locus setting in the automatic driving control based on the information presented by the peripheral risk display device during automatic driving.
In addition, when the user himself / herself performs manual driving as a driver, driving assistance including guidance of an appropriate travel locus can be received.

As shown in FIG. 1, the vehicle 1 includes an engine control unit 10, a transmission control unit 20, a behavior control unit 30, an electric power steering (EPS) control unit 40, an automatic operation control unit 50, an environment recognition unit 60, and a stereo camera control. A unit 70, a laser scanner control unit 80, a rear side radar control unit 90, a navigation device 100, a road-vehicle communication device 110, a vehicle-vehicle communication device 120, a peripheral risk recognition unit 200, a display device 210, and the like are provided.
Each unit described above is configured as a unit having information processing means such as a CPU, storage means such as RAM and ROM, an input / output interface, a bus connecting these, and the like. These units can communicate with each other via an in-vehicle LAN system such as a CAN communication system.

The engine control unit 10 comprehensively controls an engine that is a driving power source for the vehicle 1 and its accessories.
For example, a 4-stroke gasoline engine is used as the engine.
The engine control unit (ECU) 10 can control the engine output torque by controlling the throttle valve opening, fuel injection amount and injection timing, ignition timing, and the like of the engine.
In a state in which the vehicle 1 is driven in accordance with the driving operation of the driver, the engine control unit 10 causes the engine torque so that the actual torque of the engine approaches the driver required torque set based on the operation amount of the accelerator pedal. Control the output.
Further, when the vehicle 1 performs automatic driving, the engine control unit 10 controls the output of the engine in accordance with a command from the automatic driving control unit 50.

The transmission control unit (TCU) 20 controls the transmission and auxiliary equipment (not shown) that switches between forward and backward movements of the vehicle while shifting the rotational output of the engine.
When the vehicle 1 performs automatic driving, the transmission control unit 20 performs range switching such as forward / backward travel and setting of a gear ratio in accordance with a command from the automatic driving control unit 50.
As the transmission, for example, chain-type, belt-type, toroidal-type CVT, and various automatic transmissions such as step AT, DCT, AMT having a plurality of planetary gear sets can be used.
In addition to a transmission mechanism such as a variator, the transmission includes a starting device such as a torque converter, a dry clutch, a wet clutch, and a forward / reverse switching mechanism that switches between a forward travel range and a reverse travel range. Yes.

The transmission control unit 20 is connected to a forward / reverse switching actuator 21, a range detection sensor 22, and the like.
The forward / reverse switching actuator 21 drives a forward / reverse switching valve that switches an oil passage that supplies hydraulic pressure to the forward / reverse switching mechanism, and switches forward / backward travel of the vehicle.
The forward / reverse switching actuator 21 is an electric actuator such as a solenoid, for example.
The range detection sensor 22 is a sensor (switch) that determines whether the currently selected range in the transmission is for forward movement or reverse movement.

The behavior control unit 30 individually controls the wheel cylinder hydraulic pressures of the hydraulic service brakes provided on the left and right front and rear wheels, respectively, to control the vehicle behavior such as understeer and oversteer, and wheel lock during braking. Anti-lock brake control to recover
A hydraulic control unit (HCU) 31, a vehicle speed sensor 32, and the like are connected to the behavior control unit 30.

The HCU 31 includes an electric pump that pressurizes brake fluid that is a working fluid of a hydraulic service brake, a valve that individually adjusts the hydraulic pressure supplied to the wheel cylinder of each wheel, and the like.
When the vehicle 1 performs automatic driving, the HCU 31 generates a braking force on the wheel cylinder of each wheel in response to a braking command from the automatic driving control unit 50.
The vehicle speed sensor 32 is provided at the hub portion of each wheel, and generates a vehicle speed pulse signal having a frequency proportional to the rotational speed of the wheel.
It is possible to calculate the traveling speed (vehicle speed) of the vehicle by detecting the frequency of the vehicle speed pulse signal and performing a predetermined calculation process.

The electric power steering (EPS) control unit 40 comprehensively controls an electric power steering device that assists a steering operation by a driver with an electric motor and its auxiliary devices.
The EPS control unit 40 is connected to a motor 41, a steering angle sensor 42, and the like.

The motor 41 is an electric actuator that assists the steering operation by the driver by applying assist force to the steering system of the vehicle, or changes the steering angle during automatic driving.
When the vehicle 1 performs automatic driving, the motor 41 applies torque to the steering system in accordance with the steering command from the automatic driving control unit 50 so that the steering angle of the steering system approaches a predetermined target steering angle. To steer.
The rudder angle sensor 42 detects the current rudder angle in the vehicle steering system.
The steering angle sensor 42 includes, for example, a position encoder that detects the angular position of the steering shaft.

  When the automatic operation mode is selected, the automatic operation control unit 50 outputs a control command to the engine control unit 10, the transmission control unit 20, the behavior control unit 30, the EPS control unit 40, and the like described above to automatically operate the vehicle. The automatic operation control for running the vehicle automatically is executed.

When the automatic driving mode is selected, the automatic driving control unit 50 advances the own vehicle according to information about the situation around the own vehicle provided from the environment recognition unit 60 and a command from a driver (not shown). Automatic driving that automatically sets the target travel locus, automatically accelerates (starts), decelerates (stops), switches forward and backward, steers, etc., and automatically drives the vehicle to a preset destination Run.
In addition, the automatic operation mode is a manual operation in which a manual operation by a driver is performed when the user desires a manual operation or when it is difficult to continue the automatic operation in response to a predetermined release operation from the user. Return to operation mode is possible.

An input / output device 51 is connected to the automatic operation control unit 50.
The input / output device 51 outputs information such as alarms and various messages to the user from the automatic operation control unit 50 and accepts input of various operations from the user.
The input / output device 51 includes, for example, an image display device such as an LCD, an audio output device such as a speaker, and an operation input device such as a touch panel.

The environment recognition unit 60 recognizes information around the host vehicle.
The environment recognition unit 60 is based on information provided from the stereo camera control unit 70, the laser scanner control unit 80, the rear side radar control unit 90, the navigation device 100, the road-to-vehicle communication device 110, the vehicle-to-vehicle communication device 120, and the like. Thus, the vehicle recognizes obstacles such as parked vehicles, traveling vehicles, buildings, terrain, and pedestrians around the host vehicle, the lane shape of the road on which the host vehicle is traveling, and the like.

The stereo camera control unit 70 controls a plurality of stereo cameras 71 provided around the vehicle and performs image processing on an image transmitted from the stereo camera 71.
Each stereo camera 71 is configured by, for example, a pair of camera units including, for example, an imaging optical system such as a lens, a solid-state imaging device such as a CMOS, a drive circuit, a signal processing device, and the like in parallel.
The stereo camera control unit 70 recognizes the shape of the subject imaged by the stereo camera 71 and the relative position with respect to the host vehicle based on the image processing result using a known stereo image processing technique.
The laser scanner control unit 80 controls the laser scanner 81 and recognizes various objects such as vehicles and obstacles around the vehicle as 3D point group data based on the output of the laser scanner 81.

The rear side radar control unit 90 controls the rear side radar 91 provided on each of the left and right sides of the vehicle, and detects an object existing on the rear side of the host vehicle based on the output of the rear side radar 91. Is.
For example, the rear side radar 91 can detect another vehicle approaching from the rear side of the host vehicle.
For example, a radar such as a laser radar or a millimeter wave radar is used as the rear side radar 91.

FIG. 2 is a schematic diagram illustrating an arrangement of sensors for recognizing the surroundings of the vehicle according to the first embodiment.
Stereo cameras 71 are provided at the front, rear, and left and right sides of the vehicle 1, respectively.
A plurality of laser scanners 81 are provided in a distributed manner so that no blind spots are generated around the vehicle 1. The rear side radar 91 is disposed, for example, on the left and right sides of the vehicle body of the vehicle 1, and the detection range is set in the vehicle. It arrange | positions toward the back side and the vehicle width direction outer side.

The navigation apparatus 100 includes, for example, a host vehicle position measurement unit such as a GPS receiver, a data storage unit that stores map data prepared in advance, a gyro sensor that detects the front-rear direction of the host vehicle, and the like.
The map data has road information such as roads, intersections, and interchanges at the lane level.
The road information includes not only the three-dimensional lane shape data but also information that becomes restrictions on traveling such as whether or not each lane (lane) can be turned right and left, a temporary stop position, a speed limit, and the like.
The navigation device 100 has a display 101 incorporated in an instrument panel 340 described later.
The display 101 is an image display device on which various information output from the navigation device 100 to the driver is displayed.
The display 101 is configured with a touch panel, and also functions as an input unit for performing various operation inputs from the driver.

  The road-to-vehicle communication device 110 communicates with a ground station (not shown) through a communication system conforming to a predetermined standard, and provides information on traffic jam information, traffic signal lighting state, road construction, accident site, lane regulation, weather, road surface conditions, and the like. To get.

  The inter-vehicle communication device 120 communicates with other vehicles (not shown) through a communication system that conforms to a predetermined standard, and information on the vehicle state such as the position, azimuth, acceleration, and speed of the other vehicles, vehicle type, vehicle size, etc. Information on vehicle attributes is acquired.

The surrounding risk recognition unit 200 extracts a risk object having a collision risk with the host vehicle based on the information recognized by the environment recognition unit 60, and the risk potential (risk magnitude) of the risk object is high or low. In addition, the distribution of the range covered by the risk is estimated over all directions around the risk object.
The estimation of the risk potential is performed based on, for example, the type of the risk object, the moving direction, the moving speed, and the like.
For example, the risk potential distribution, which is the basic pattern, is pre-mapped and stored for each direction (forward, backward, side) with respect to the direction of travel of various risk objects. Or a distribution range may be corrected to set a risk distribution relating to an individual risk object.
A specific example of risk potential distribution according to the type of risk object will be described in detail later.

FIG. 3 is a diagram illustrating an example of a user (driver during manual driving) field of view in the vehicle having the peripheral risk display device according to the first embodiment.
As shown in FIG. 3, the vehicle includes a windshield 310, a front door glass 320, a side mirror 330, an instrument panel 340, a steering wheel 350, an A pillar 360, a roof 370, a room mirror 380, and the like.

The windshield 310 is disposed on the front side of the driver.
The windshield 310 is a secondary curved glass that is formed in a substantially horizontally long rectangular shape and is curved in a direction in which the front is convex.
The windshield 310 is disposed to be tilted rearward so that the upper end portion is on the vehicle rear side with respect to the lower end portion.

The front door glass 320 is provided in the upper part of the left and right front doors used for passengers getting on and off and on the side of the driver.
The front door glass 320 includes an elevating body part 321 and a fixed triangular window part 322 provided at the front part of the body part 321.

The side mirror 330 is used by the driver to check the left / right rear view.
The side mirror 330 protrudes outward from the outer panel of the left and right front doors in the vehicle width direction.
In the user field of view, the side mirror 330 can be seen near the front end of the main body 321 of the front door glass 320, for example.

The instrument panel 340 is an interior member provided below the windshield 310 in the vehicle interior.
The instrument panel 340 also functions as a housing that houses various instruments, display devices, switches, air conditioners, passenger seat airbag devices, knee protection airbag devices, and the like.
The instrument panel 340 includes a combination meter 341, a multi-function display 342, a display 101 of the navigation device 100, and the like.

The combination meter 341 is provided in front of the driver's seat and is a unit of various instruments such as a speedometer, an engine tachometer, and a distance meter.
A display device 210 is built in the combination meter 341.
The multifunction display 342 is an image display device such as an LCD provided at an upper portion of the instrument panel 340 in the center in the vehicle width direction.
The display 101 of the navigation device 100 is provided at the lower portion of the instrument panel 340 in the center in the vehicle width direction.

The steering wheel 350 is an annular operation member that inputs a steering operation during manual driving by the driver.
The steering wheel 350 is provided substantially in front of the driver.
The combination meter 341 is visible from the inner diameter side in the upper half of the steering wheel 350 in the user field of view.

The A pillar 360 is a columnar vehicle body structural member arranged along the side end portion of the windshield 310 and the front end portion of the front door glass 320.
A surface portion of the A pillar 360 on the vehicle interior side is covered with a resin pillar trim.

The roof 370 is formed to extend rearward from the upper end portion of the windshield 310.
The surface of the roof 370 on the vehicle interior side is covered with a resin roof trim.
A stereo camera housing portion 371 for housing a front-facing stereo camera 71 is provided at the front end of the roof 370 in the center in the vehicle width direction.

The room mirror 380 is a rear confirmation mirror provided in the vehicle interior.
The room mirror 380 is provided in the vicinity of the upper end portion of the windshield 310 in the center in the vehicle width direction via a stay (not shown).

The display device 210 is an image display device arranged to face the driver of the vehicle.
As the display device 210, for example, an LCD incorporated in a combination meter 341 of the instrument panel 340 as shown in FIG. 3 can be used.

The display device 210 has a function of displaying the risk potential distribution around the risk object estimated by the peripheral risk recognition unit 200 by the contour line display described below.
FIG. 4 is a diagram illustrating an example of image display on the display device.
FIG. 4 shows, for example, a state in which a vehicle is traveling on a three-lane highway (a high-standard motorway) on the left side.
The image display includes a lane shape (white line shape) recognized by the environment recognition unit 60.
In FIG. 4, the left lane LL, the right lane LR, and the overtaking lane LP are displayed in order from the left side.
Further, the merge lane LM merges with the left travel lane LL from the left side in front of the host vehicle OV (having the configuration of the vehicle 1).

In the example shown in FIG. 4, the host vehicle OV is traveling in the right traveling lane LR arranged in the center among the three lanes.
A passenger car PC1 is traveling ahead of the host vehicle OV in the right traffic lane LR.
A passenger car PC2 is running on the side of the host vehicle OV in the left traffic lane LL.
A two-wheeled vehicle MC2 is traveling diagonally forward of the host vehicle OV in the overtaking lane LP.

Further, the display device 210 has a function of displaying a risk potential distribution around a risk object such as a surrounding vehicle by contour lines C in the image display.
This contour line display sets a circular line (contour line C) around the risk object by connecting points around the risk object where the risk potential is assumed to be equal. It is displayed.
Such contour display is set for each of a plurality of different risk potential magnitudes.

In the bird's-eye view display as shown in FIG. 4, the contour line C is displayed so that the height from the road surface appears larger on the image as the risk potential increases.
As a result, a plurality of contour lines C indicating risk potentials of different sizes are displayed around the risk object, and the shape in which each contour line C is connected by a smooth curved surface is substantially narrowed upward. It is displayed in a mountain shape that accommodates risk objects (vehicles, etc.) inside.

FIG. 5 is a diagram illustrating an example of contour display of the risk potential when the risk target in the peripheral risk display device according to the first embodiment is a passenger car.
Fig.5 (a) has shown the state which looked at the passenger car from the side, FIG.5 (b) has shown the state seen from the front, respectively. (The same applies to FIGS. 6 and 7 described later)
Since the area overlapping with the passenger car PC, which is a risk object, reliably collides when the host vehicle OV enters, the risk potential is maximized. As a result, it is displayed highest even in the contour line display.
The magnitude of the risk potential (the height of the contour line) here corresponds to, for example, an increase in the traveling speed of the risk object, the relative speed with respect to the host vehicle, and the magnitude (the larger the vehicle weight is estimated to be heavy). Set to increase.

As shown in FIG. 5, the contour lines C indicating the risk potential exist respectively in front, rear, and side of the passenger car PC.
The height of the risk potential (the height of the contour line C) is set so as to gradually decrease as the distance from the passenger car PC increases.

In front of the risk object, the distribution of the risk potential is set in consideration of the possibility that the own vehicle is subject to rear-end collision damage when the risk object follows the own vehicle.
For example, the risk potential is set to be widely distributed according to the increase in the travel speed of the risk object, the relative speed with respect to the host vehicle, and the size (it is estimated that the greater the vehicle weight, the greater the vehicle weight).
The relative speed (speed difference) between the vehicle and the risk object that is being followed in the future also when the vehicle is in a deceleration state or when there are obstacles such as traffic jams or stopped vehicles in front of the vehicle. The risk potential distribution range is set so as to increase.

Behind the risk object, the distribution of the risk potential is set in consideration of the possibility that the own vehicle will collide with the risk object when the own vehicle follows the risk object.
For example, the risk potential is set to be widely distributed according to the increase in the travel speed of the risk object, the relative speed with respect to the host vehicle, and the size (it is estimated that the greater the vehicle weight, the greater the vehicle weight).
In addition, when the brake light on the preceding risk object is detected, when the deceleration of the risk object is detected, or when there are obstacles such as traffic jams or stopped vehicles ahead due to road-to-vehicle communication, As the relative speed (speed difference) between the subject vehicle and the risk object being followed increases in the future, the risk potential distribution range is set to be wide.

On the side of the risk object, the distribution of risk potential indicates that when the host vehicle and the risk object run side by side, there is a possibility of collision due to movement of the lateral position of at least one of the host vehicle and the risk object. Set in consideration.
For example, if there is a lot of traffic around and there are many risk objects, the risk potential distribution range will be widened considering that the risk object vehicle is likely to change lanes. Set to
Also, the risk potential distribution range is when there is traffic jam, stopped vehicles, etc. ahead of the lane in which the risk object is running, or when the turn signal lamp flashing of the vehicle that is the risk object is detected. It is set to be wide.

FIG. 6 is a diagram illustrating an example of contour display of the risk potential when the risk target in the peripheral risk display device according to the first embodiment is a truck.
Compared with the case of the passenger car shown in FIG. 5, in the case of large vehicles such as trucks and heavy vehicles, since the kinetic energy is large and the danger at the time of collision is large, the maximum value of the risk potential is set large. .
In addition, since it is estimated that the maximum deceleration that can occur during braking is smaller than the passenger car and the braking distance is longer, the distribution range of the risk potential in front of the truck T is the same as that of the passenger car PC when the vehicle speed is approximately the same. It is set wider than the case.
Furthermore, the rate of change of the risk potential according to the distance from the risk object (truck) is set smaller than in the case of the passenger car PC. This means that the risk potential is greater than that of the passenger car PC when the distance from the risk object is the same.

On the other hand, the fact that the maximum deceleration is small means that the rear-end collision risk when following the track T is relatively small, and the risk potential distribution range behind the track T is the case of the passenger car PC. It is set narrower than.
Further, in the case of a large vehicle such as a truck T, it is estimated that it is difficult to make a sudden lane change or course change with respect to the passenger car PC, so the risk potential distribution range on the side of the truck T is that of the passenger car PC. It is set narrower than the case.
Furthermore, the change rate of the risk potential according to the distance from the risk object (truck) is set larger than that in the case of the passenger car PC. This means that the risk potential is smaller than that of the passenger car PC when the distance from the risk object is the same.

FIG. 7 is a diagram illustrating an example of contour display of risk potential when the risk target in the peripheral risk display device of the first embodiment is a motorcycle.
Compared with the case of the passenger car shown in FIG. 5, in the case of a motorcycle, there is a high possibility that a sudden lane change or course change will be made to the passenger car PC, and the vehicle falls over due to disturbance such as road surface irregularities. Since the risk is also estimated, the distribution range of the risk potential on the side of the motorcycle MC is set wider than in the case of the passenger car PC.
Further, the rate of change of the risk potential according to the lateral distance from the risk object is set smaller than in the case of the passenger car PC.

FIG. 8 is a diagram illustrating an example of contour display of the risk potential when the risk object in the peripheral risk display device of the first embodiment is a pedestrian.
FIG. 8A shows a state viewed from the horizontal direction (side) orthogonal to the approach direction of the host vehicle, and FIG. 8B shows a view viewed from the host vehicle side.
In the case of a pedestrian PE, its own moving speed is smaller than that of a vehicle or the like. Therefore, in estimating the risk potential, the own vehicle moves toward the position of the pedestrian rather than due to the movement of the pedestrian PE itself. The risk of collision when going forward becomes dominant.
For this reason, as shown in FIG. 8, the distribution range of the risk potential is intensively widened in the direction where the host vehicle approaches as viewed from the pedestrian PE, and narrowed in other directions.
Further, for example, the distribution range of the risk potential resulting from stationary risk objects such as buildings, parked vehicles, and terrain shows the same tendency.

In addition, when there are a plurality of lanes that run in the same direction, the peripheral risk recognition unit 200 detects that a vehicle traveling in a lane (center lane) closer to the central separation zone that is a boundary with the opposite lane is a risk object. The risk potential in the case of is displayed relatively high relative to vehicles in other lanes.
This is because the vehicle on the center lane side is considered to have a relatively high risk of, for example, avoiding an oncoming vehicle deviating from the oncoming lane or causing a collision accident with the oncoming vehicle.

The automatic driving control unit 50 avoids a risk object and a region with a high risk potential based on the lane shape ahead of the host vehicle, the distribution of risk objects such as other vehicles, the risk potential distribution around the risk object, and the like. As described above, the assumed travel locus that is an ideal target locus of the host vehicle is set, and the vehicle 1 is caused to travel so that the actual locus of the host vehicle approaches the assumed travel locus.
The assumed driving trajectory is set by selecting a region with as low a risk potential as possible. For example, when it is necessary to travel between a plurality of risk objects that are close enough to overlap the risk potential distribution range, contour lines are displayed. Set along the valley.

FIG. 9 is a diagram illustrating an example of an assumed travel locus in the peripheral risk display device according to the first embodiment.
The actual display image is an overhead image similar to that in FIG. 4, but is shown in a plan view in FIG. 9 for easy understanding. (Same in FIG. 10)
In the example shown in FIG. 9, the host vehicle OV is traveling on the right-hand traffic lane LR arranged in the center of the three lanes.
A passenger car PCa is traveling ahead of the host vehicle OV in the right-hand traffic lane LR.
A truck T is traveling diagonally forward of the passenger car PCa in the left-hand traffic lane LL.
In front of the passenger car PCa and the truck T on the overtaking lane LP, another passenger car PCb is traveling.
The risk potential is displayed by contour lines C around each vehicle.

The automatic operation control unit 50 selects a place where the risk potential is low and can be safely traveled on the road ahead of the host vehicle, sets the passing points P1 to P5, and sets the estimated travel locus AP by sequentially connecting these points. .
Here, when the passing points P1 to P5 are simply interpolated by, for example, a Bezier curve or the like, even if the line is smooth as in the case of the interpolation line IL (not actually displayed), meandering in the lane Some parts of the vehicle are not suitable for the driving trajectory.
Therefore, the automatic driving control unit 50 performs correction that is adapted to the lane shape so that the lateral position in the lane of the host vehicle OV is as close to the center as possible, thereby obtaining the assumed traveling locus AP.
Further, when the assumed traveling locus AP passes through a curved road, the automatic operation control unit 50 sets the curvature of the assumed traveling locus AP to approach the curvature of the road.

In the example shown in FIG. 9, the assumed travel locus AP is set to first change the lane to the overtaking lane LP, overtake the passenger car PCa, and then change to the right lane LR and go straight ahead. Is set so as not to pass through a region having a risk potential higher than a predetermined level.
The user can understand at a glance how the assumed travel locus AP is in relation to the contour line C display indicating the risk potential distribution around each vehicle (risk object), as shown in FIG. As described above, when the assumed travel locus AP is set so as to avoid the range covered by the risk potential, it can be evaluated that the assumed travel locus AP is safe and appropriate.
On the other hand, when the assumed travel locus AP passes through a place where the risk potential exists, the user monitors the risk object, etc., and when it is determined to be dangerous, immediately switches to manual operation and takes over the driving operation. Perform avoidance action.
Also in this case, since the positional relationship between the risk object and the risk potential distribution and the host vehicle can be easily grasped, the user (driver) can easily determine the driving operation to be taken for avoiding the danger.

FIG. 10 is a diagram illustrating another example of the assumed travel locus in the peripheral risk display device according to the first embodiment.
In the example shown in FIG. 10, the distance between the passenger car PCa and the passenger car PCb is smaller than that in FIG. 9, and this distance is a relatively dangerous area because the risk potentials of both are superimposed.
In this case, the driving points P1 to P4 can travel only through a region where the risk potential is sufficiently low (substantially does not exist) as in FIG. 9, but it is dangerous to reach the passing points P4 to P5. Must pass through this area.
In the case shown in FIG. 10, the display device 210 does not display the assumed travel locus AP for a region beyond the passing point P4 including a region where the risk potential is equal to or greater than a predetermined threshold.

As described above, according to the first embodiment, the following effects can be obtained.
(1) The other vehicles PCa, PCb, T existing around the host vehicle OV and the surrounding risk potential distribution are easily associated with the assumed travel locus AP of the host vehicle set so as to avoid locations with high risk potential. The safety and validity of the assumed travel locus AP can be easily determined based on the positional relationship between the assumed travel locus AP and the risk potential distribution.
Further, when the driver takes over the driving operation from the automatic driving, it is possible to easily determine what driving operation should be performed.
For example, it is possible to easily grasp what kind of driving operation is possible without entering a region having a high risk potential.
(2) By correcting the assumed travel locus AP so as to conform to the lane shape, it is possible to set a natural assumed travel locus AP for the lane shape. Can prevent people from feeling uncomfortable.
(3) By displaying the risk potential distribution with contour lines C, the risk potential distribution can be intuitively and easily understood by the user.
(4) When the assumed travel locus AP passes through an area having a risk potential equal to or higher than a predetermined threshold, it is safe for the user by not displaying the assumed travel locus AP beyond the arrival point to such an area. It is possible to prevent misunderstanding as if it can pass.
Further, during automatic driving, the user can be made aware that there is a problem with the setting of the assumed driving locus AP, and can be urged to take a different action such as setting a different assumed driving locus or switching to manual driving.

Next, a second embodiment of the peripheral risk display device to which the present invention is applied will be described.
In the second embodiment, portions that are substantially the same as those in the first embodiment described above are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.

FIG. 11 is a diagram illustrating an example of a user field of view in the peripheral risk display device according to the second embodiment.
In the peripheral risk display device according to the second embodiment, display is performed by giving a function as a head-up display (HUD) to the windshield 310 instead of the display device 210 incorporated in the instrument panel 310.
Such a function can be realized, for example, by projecting an image on the windshield 310 by a projector built in the instrument panel 340.

In the second embodiment, for various risk objects such as other vehicles, roads, lanes, buildings, pedestrians, and cyclists, the user directly views the real image through the windshield 310.
On the other hand, the contour C display of the risk potential around the risk object, the assumed traveling locus AP, and the like are superimposed and displayed on the real image as a virtual image by HUD.

  According to the second embodiment described above, in addition to the effects substantially similar to the effects of the first embodiment described above, the amount of movement of the line of sight of the user (driver) is reduced, and the monitoring risk of the peripheral risk is further reduced. Can do.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configuration of the peripheral risk display device and the configuration of the vehicle are not limited to the above-described embodiments, and can be changed as appropriate. In the embodiments, the vehicle is a passenger car, but the present invention can also be applied to commercial vehicles such as freight cars, trucks, buses, motorcycles, and other various special vehicles.
(2) In the first embodiment, the vehicle uses an engine as a driving power source. However, the present invention is not limited to this, and an electric motor or a hybrid system that combines an engine and an electric motor is used as the driving power. It can also be used as a source.
(3) The type and arrangement of sensors for recognizing the environment around the host vehicle are not limited to the above-described embodiments, and can be changed as appropriate. For example, various sensors such as a millimeter wave laser, a laser radar, a monocular camera, and an ultrasonic sonar can be used in combination with or in place of the sensors in the embodiments.
Environment recognition using information obtained by road-to-vehicle communication or vehicle-to-vehicle communication, or map data possessed by positioning means such as GPS and navigation devices, in combination with or in place of sensors mounted on the vehicle itself May be performed.
(4) The image display in the display device can be displayed as a two-dimensional (2D) image in a state where the host vehicle, the road, and the like are viewed from the top as shown in FIG. It is good also as a structure which performs 3D display or displays the top view seen from upper direction.
(5) The method of setting the assumed travel locus in the embodiment is an example, and can be changed as appropriate. Further, the correction method for adapting to the lane shape is not particularly limited.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Engine control unit 20 Transmission control unit 21 Forward / reverse switching actuator 22 Range detection sensor 30 Behavior control unit 31 Hydraulic control unit (HCU)
32 Vehicle speed sensor 40 Electric power steering (EPS) control unit 41 Motor 42 Steering angle sensor 50 Automatic operation control unit 51 Input / output device 60 Environment recognition unit 70 Camera control unit 71 Camera 80 Laser scanner control unit 81 Laser scanner 90 Rear side radar Control Unit 91 Rear Side Radar 100 Navigation Device 101 Display 110 Road-to-Vehicle Communication Device 120 Vehicle-to-Vehicle Communication Device 200 Peripheral Risk Recognition Unit 210 Display Device 310 Windshield 320 Front Door Glass 321 Main Body 322 Triangular Window 330 Door Mirror 340 Instrument Panel 341 Combination meter 342 Multi-function display 350 Steering wheel 360 A pillar 370 Roof 3 1 stereo camera accommodation part 380 rearview mirror OV vehicle PC passenger MC motorcycle T track PE pedestrian LR right traveling lane LL left travel lane LP passing lane LM merging lane AP assumes the traveling locus IL interpolated line P1~P5 passing point

Claims (4)

A peripheral risk display device that is provided in a vehicle and displays a risk object around the host vehicle,
Environment recognition means for recognizing the environment around the vehicle,
Extracting a risk object having a risk potential of a predetermined level or more based on a recognition result of the environment recognition means, and estimating a risk potential distribution around the risk object; and
An assumed travel locus setting means for setting an assumed travel locus of the host vehicle by connecting a portion having a low risk potential estimated by the surrounding risk recognition means;
An image showing the risk potential distribution around the risk object extracted by the peripheral risk recognition means and a display means for displaying the image showing the assumed travel locus together with an image superimposed on the risk object. A peripheral risk display device characterized by comprising: The assumed traveling locus setting means sets the estimated traveling locus by correcting a locus obtained by connecting the portions having a low risk potential so as to conform to a lane shape in front of the host vehicle. The peripheral risk display device according to 1. The said display means displays the said risk potential distribution by the contour-line display formed in the circumference | surroundings of the said risk target object connecting the point where the height of risk potential becomes equivalent. 2. The peripheral risk display device according to 2. The display means is configured to hide the assumed travel locus beyond the reach when the assumed travel locus reaches an area where the height of the risk potential is equal to or higher than a predetermined threshold. The peripheral risk display device according to any one of claims 1 to 3.

Images