JP2021028777A - Display control device - Google Patents

Abstract

To provide a display control device that makes it easy for a driver to intuitively grasp whether a vehicle system correctly recognizes an appropriate inter-vehicle distance to a preceding vehicle.SOLUTION: When it is determined in S105 and S108 that a preceding vehicle exists within an appropriate inter-vehicle distance range or at a position farther than the appropriate inter-vehicle distance range, an HCU generates a figure indicating a target inter-vehicle distance in S107. On the other hand, when it is determined in S105 and S108 that the preceding vehicle exists at a position closer than the appropriate inter-vehicle distance range, the HCU generates a figure showing an actual inter-vehicle distance in S109. The HCU displays the generated figure as a virtual image on a road surface in front of an own vehicle using a head-up display.SELECTED DRAWING: Figure 4

Description

The present disclosure relates to a display control device.

There is a vehicle system that calculates the speed at which the distance between the vehicle and the preceding vehicle can be maintained at an appropriate distance, and automatically adjusts the speed of the vehicle so as to reach the calculated speed. In a state where such a vehicle system is in operation, the own vehicle is controlled so as to accelerate or decelerate according to the behavior of the preceding vehicle. The device described in Patent Document 1 projects an animation image showing a notice of acceleration / deceleration onto a lower right corner of a front windshield, which is a display area, before control of acceleration / deceleration by a vehicle system. In the animated image, the two circular icons move from the center to the left and right edges in the display area. According to the device described in Patent Document 1, by giving a notice of acceleration / deceleration by an animation image, it is possible to avoid a situation in which the own vehicle accelerates / decelerates under a situation that the driver is not aware of. ..

Japanese Unexamined Patent Publication No. 2016-146096

However, as a result of detailed examination by the inventor, the following problems have been found. That is, in the device described in Patent Document 1, which vehicle the vehicle system recognizes as the preceding vehicle in the first place, and whether the vehicle system correctly recognizes the inter-vehicle distance from the preceding vehicle, and the like. The driver may feel uneasy because he cannot grasp it. For example, if a sudden interruption occurs ahead, does the vehicle system recognize that the target to be followed is changed from the preceding vehicle that was following to the interrupting vehicle? It is difficult for the driver to grasp whether the vehicle system correctly recognizes the inter-vehicle distance to the interrupting vehicle with the device described in Patent Document 1.

One aspect of the present disclosure provides a display control device that makes it easier for the driver to intuitively grasp whether the vehicle system correctly recognizes the appropriate inter-vehicle distance to the preceding vehicle.

One aspect of the present disclosure is a display control device mounted on a vehicle, which includes a determination unit (S104, S105, S108) and a display unit (S107, S109, S111 to S113). The determination unit determines whether or not the target inter-vehicle distance is secured in front of the vehicle in a state where the vehicle is controlled so that the inter-vehicle distance with the preceding vehicle traveling in front of the vehicle becomes a predetermined target inter-vehicle distance. It is configured to judge. The display unit uses a head-up display (641) as a virtual image (100) on the road surface in front of the vehicle, using the head-up display (641) as a first figure showing a position on the road surface in front of the vehicle that is separated from the vehicle by the target inter-vehicle distance. It is configured to be displayed. Further, when the determination unit determines that the target vehicle-to-vehicle distance is not secured, the display unit displays a second figure which is a figure indicating a position on the road surface in front of the vehicle by the actual distance from the vehicle. It is displayed instead of the first figure.

According to such a configuration, it is possible to make it easy for the driver to intuitively grasp whether the vehicle system correctly recognizes the inter-vehicle distance to the appropriate preceding vehicle.

It is a figure which shows an example of the schematic structure of a vehicle system. It is a figure which shows the example of mounting the HUD in a vehicle. It is a figure which shows an example of the schematic structure of HCU. It is a flowchart which shows the first half part of the superimposition display processing. It is a flowchart which shows the latter half part of the superimposition display processing. It is a figure which shows an example of the figure which shows the target inter-vehicle distance and the figure which shows the actual inter-vehicle distance in 1st Embodiment. It is a figure which shows an example of the figure which shows the width deviating from the lane in 1st Embodiment. It is a figure which shows an example of the figure which shows the target inter-vehicle distance and the figure which shows the actual inter-vehicle distance in 2nd Embodiment. It is a figure which shows an example of the figure which shows the target inter-vehicle distance and the figure which shows the actual inter-vehicle distance in 3rd Embodiment.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
[1. First Embodiment]
[1-1. Constitution]
The vehicle system 1 shown in FIG. 1 is mounted on a vehicle traveling on a road such as an automobile. In the following description, the vehicle equipped with the vehicle system 1 is referred to as a own vehicle.

The vehicle system 1 includes an ADAS locator 2, a peripheral monitoring sensor 3, a vehicle control ECU 4, a driving support ECU 5, and an HMI system 6. In the present embodiment, the ADAS locator 2, the peripheral monitoring sensor 3, the vehicle control ECU 4, the driving support ECU 5, and the HMI system 6 are connected to the in-vehicle LAN. HMI is an abbreviation for Human Machine Interface. Further, ADAS is an abbreviation for Advanced Driver Assistance Systems.

The ADAS locator 2 includes a GNSS receiver 21, an inertial sensor 22, and a map database 23. The GNSS receiver 21 receives positioning signals from a plurality of artificial satellites. The inertial sensor 22 includes, for example, a gyro sensor and an acceleration sensor. The map database 23 stores map data.

The ADAS locator 2 positions the vehicle position of its own vehicle by combining the positioning signal received by the GNSS receiver 21 and the result measured by the inertial sensor 22. For positioning the vehicle position, a mileage calculated from a traveling speed detected by a vehicle speed sensor mounted on the own vehicle may be used. The ADAS locator 2 outputs the positioned vehicle position and the map data stored in the map database 23 to the in-vehicle LAN. In addition, GNSS is an abbreviation for Global Navigation Satellite System.

The peripheral monitoring sensor 3 is an autonomous sensor that monitors the surrounding environment of the own vehicle. In the present embodiment, the front camera 31 and the millimeter wave radar 32 are used as the peripheral monitoring sensor 3. The front camera 31 captures a predetermined range in front of the own vehicle. The millimeter wave radar 32 sends a millimeter wave around the own vehicle and receives the reflected wave reflected by the object. The object includes a vehicle other than the own vehicle such as a preceding vehicle.

The peripheral monitoring sensor 3 outputs the image captured by the front camera 31 and the reception result by the millimeter wave radar 32 to the in-vehicle LAN. The captured image is used for processing for detecting road markings such as a preceding vehicle and a traveling lane marking. As the peripheral monitoring sensor 3, a camera that captures images other than the front of the own vehicle may be used, or an exploration wave sensor such as sonar or LIDAR may be used. In addition, LIDAR is an abbreviation for Light Detection and Ranger / Laser Imaging Detection and Ranking.

The vehicle control ECU 4 is an electronic control device that controls acceleration / deceleration and steering of the own vehicle. Examples of the vehicle control ECU 4 include a steering ECU that performs steering control, a power unit control ECU that performs acceleration / deceleration control, a brake ECU, and the like. The vehicle control ECU 4 acquires detection signals output from various sensors such as an accelerator position sensor, a brake pedal force sensor, a steering angle sensor, and a wheel speed sensor mounted on the own vehicle, and electronically controls a throttle, a brake actuator, an EPS motor, etc. A control signal is output to each driving control device. Further, the vehicle control ECU 4 is configured to be able to output the detection signals of the above-mentioned sensors to the in-vehicle LAN. EPS is an abbreviation for Electrical Power Steering.

By controlling the vehicle control ECU 4, the driving support ECU 5 executes a driving support function that supports the driving operation by the driver. The driving support ECU 5 recognizes the driving environment of the own vehicle based on the vehicle position and map data of the own vehicle output from the ADAS locator 2 and the captured image and the reception result output from the peripheral monitoring sensor 3. For example, the shape and moving state of an object around the own vehicle are recognized based on the captured image and the reception result, and the shape of the road marking around the own vehicle is recognized.

Further, the driving support ECU 5 provides driving support for the own vehicle by performing at least one of acceleration / deceleration control and steering control of the own vehicle in cooperation with the vehicle control ECU 4 based on the recognized driving environment. In the present embodiment, as driving support, the ACC function that controls the traveling speed of the own vehicle so as to maintain the target inter-vehicle distance with the preceding vehicle by adjusting the driving force and the braking force, and the steering force are adjusted. It has at least an LKA function that controls the steering angle of the steering wheels of the own vehicle so as to maintain the center in the lane. In addition, ACC is an abbreviation for Adaptive Cruise Control. LKA is an abbreviation for Lane Keeping Assist.

The HMI system 6 includes an HCU 61, an operation device 62, a DSM 63, and a display device 64. HCU is an abbreviation for Human Machine Interface Control Unit. DSM is an abbreviation for Driver Status Monitor.

The operation device 62 is a group of switches operated by the driver of the own vehicle. The operating device 62 is used to make various settings. Examples of the operation device 62 include a steering switch provided on the spoke portion of the steering wheel of the own vehicle.

The DSM 63 includes a near-infrared light source, a near-infrared camera, and a control unit for controlling them. The DSM 63 is arranged with the near-infrared camera facing the driver's seat side of the own vehicle, for example, on the steering column cover, the upper surface of the instrument panel 12 (see FIG. 2), or the like. The DSM 63 uses a near-infrared camera to image the driver's head irradiated with near-infrared light by a near-infrared light source. The image captured by the near-infrared camera is image-analyzed by the control unit. For example, the control unit identifies the driver's eyes from the captured image and detects the position of the eyes with respect to the reference position in the vehicle interior (hereinafter referred to as "viewpoint position"). The reference position is set, for example, at the installation position of the near-infrared camera. The DSM 63 outputs the detected viewpoint position information to the HCU 61.

The display device 64 includes a head-up display device (hereinafter referred to as “HUD”) 641. As shown in FIG. 2, the HUD641 is provided on the instrument panel 12 of the own vehicle. The HUD641 forms a display image based on the image data output from the HCU 61 by, for example, a liquid crystal type or a scanning type projector 642.

The HUD641 projects the display image formed by the projector 642 onto a projection area defined on the front windshield 10 as a projection member through an optical system 643 such as a concave mirror. The projection area is located in front of the driver's seat. The luminous flux of the display image reflected on the vehicle interior side by the front windshield 10 is perceived by the driver sitting in the driver's seat. Further, the luminous flux from the foreground as a landscape existing in front of the own vehicle transmitted through the front windshield 10 formed of the translucent glass is also perceived by the driver sitting in the driver's seat. As a result, the driver can visually recognize the virtual image 100 of the display image formed in front of the front windshield 10 by superimposing it on a part of the foreground. That is, the HUD641 realizes so-called AR display by superimposing the virtual image 100 on the target included in the foreground of the own vehicle that is visually recognized by the driver. In addition, AR is an abbreviation for Augmented Reality.

The projection member on which the HUD641 projects the display image is not limited to the front windshield 10, and may be, for example, a translucent combiner. Further, as the display device 64, a device for displaying an image may be used in addition to the HUD. As an example, there are a combination meter, a CID and the like. Note that CID is an abbreviation for Center Information Display.

Returning to FIG. 1, the HCU 61 is mainly composed of a microcomputer including a processor, a volatile memory, a non-volatile memory, an I / O, and a bus connecting them. The HCU 61 controls the display by the HUD 641 by executing the control program stored in the non-volatile memory. Executing this control program by the processor corresponds to executing the vehicle display control method corresponding to the control program. The memory referred to here is a non-transitional substantive storage medium that stores programs and data that can be read by a computer non-temporarily.

Here, the schematic configuration of the HCU 61 will be described with reference to FIG. The HCU 61 is a functional block corresponding to a function executed according to a control program, which includes an image capture image acquisition unit 601, a distance direction acquisition unit 602, a vehicle position acquisition unit 603, a viewpoint position identification unit 604, and a brake lamp detection unit 605. A winker detection unit 606, a lane deviation detection unit 607, a right / left turn detection unit 608, a determination unit 609, and a display unit 610 are provided. In addition, a part or all of the functions executed by the HCU 61 may be configured in hardware by one or a plurality of ICs or the like. Further, a part or all of the functional blocks included in the HCU 61 may be realized by executing software by a processor and a combination of hardware members.

The captured image acquisition unit 601 acquires an image captured by the front camera 31. The distance direction acquisition unit 602 acquires a reception result regarding the actual inter-vehicle distance between the own vehicle and the preceding vehicle measured by the millimeter-wave radar 32. The own vehicle position acquisition unit 603 acquires the vehicle position of the own vehicle determined by the ADAS locator 2.

The viewpoint position specifying unit 604 specifies the viewpoint position of the driver based on the vehicle position of the own vehicle from the information of the viewpoint position detected by the DSM 63. For example, the viewpoint position specifying unit 604 uses the viewpoint position detected by the DSM 63 as a reference based on the vehicle position of the own vehicle based on the deviation between the reference position in the DSM 63 and the reference position of the vehicle position in the own vehicle. By converting to the position, the viewpoint position of the driver of the own vehicle is specified.

The brake lamp detection unit 605 detects whether or not the brake lamp is lit in the preceding vehicle based on the captured image acquired by the captured image acquisition unit 601. The winker detection unit 606 is a vehicle that travels behind the preceding vehicle and in front of the own vehicle in the lane next to the lane in which the own vehicle travels, based on the captured image acquired by the captured image acquisition unit 601. (Hereinafter referred to as "diagonally forward vehicle"), the presence or absence of blinking of the blinker is detected. If there is no preceding vehicle, the vehicle traveling within a predetermined range in the adjacent lane is regarded as the diagonally forward vehicle. The lane deviation detection unit 607 detects whether or not the own vehicle extends beyond the boundary line of the traveling lane based on the captured image acquired by the captured image acquisition unit 601.

The right / left turn detection unit 608 detects whether or not the own vehicle is making a right / left turn at an intersection. For example, based on the detection signals of the steering angle sensor and the wheel speed sensor output by the vehicle control ECU 4, it is detected whether or not the vehicle is turning left or right.

The determination unit 609 determines whether or not the target inter-vehicle distance is secured in front of the own vehicle in a state where the ACC function is effective. Specifically, the determination unit 609 compares the actual inter-vehicle distance between the own vehicle and the preceding vehicle acquired by the distance direction acquisition unit 602 with the target inter-vehicle distance, and compares the target inter-vehicle distance in front of the own vehicle. Is determined whether or not is secured. Although not shown in FIG. 3, the determination unit 609 also acquires the detection result of the presence or absence of blinking of the blinker in the diagonally forward vehicle detected by the blinker detection unit 606. The method of using the detection result will be described in detail later.

The display unit 610 uses HUD641 to superimpose and display a figure as a virtual image 100 on the road surface in front of the own vehicle. The display unit 610 determines the position to be superimposed and displayed based on the viewpoint position of the driver specified by the viewpoint position specifying unit 604. The figures to be superimposed and displayed will be described in detail later.

[1-2. processing]
The superimposed display process executed by the HCU 61 will be described with reference to the flowcharts of FIGS. 4 and 5. The superimposed display process is repeatedly executed at a predetermined cycle after the ignition switch of the own vehicle is turned on.

First, in S101, the HCU 61 determines whether or not the driving support ECU 5 is executing the driving support.
When the HCU 61 determines in S101 that the driving support ECU 5 is executing driving support, the HCU 61 shifts to S102 and determines whether or not the own vehicle is turning left or right. In addition, S102 corresponds to the processing as the right / left turn detection unit 608.

When it is determined in S102 that the own vehicle is not turning left or right, the HCU 61 shifts to S103 and determines whether or not the blinker of the diagonally forward vehicle is blinking. Specifically, the HCU 61 determines whether or not the winker on the lane side in which the own vehicle travels blinks among the left and right winkers of the diagonally forward vehicle. In addition, S103 corresponds to the processing as the winker detection unit 606.

When the HCU61 determines in S103 that the blinker of the diagonally forward vehicle blinks, it shifts to S104 and sets the preceding vehicle for graphics, which is the preceding vehicle for measuring the inter-vehicle distance for graphic generation, to the current preceding vehicle. After switching to a vehicle diagonally forward from, the vehicle shifts to S105. The graphic preceding vehicle basically matches the following preceding vehicle, which is the preceding vehicle to be followed by the ACC function, but in S104, the graphic preceding vehicle is switched from the following preceding vehicle to the diagonally forward vehicle. After that, when the diagonally forward vehicle changes lanes to the lane in which the own vehicle travels, the vehicle is switched to the following preceding vehicle also in the ACC function, and the graphic preceding vehicle and the following preceding vehicle match again. That is, according to S104, the preceding vehicle for the figure is switched in advance, and the preceding vehicle for the figure and the following preceding vehicle are temporarily different from each other. If it is determined that the diagonally preceding vehicle has not changed lanes, the process of returning the preceding vehicle for figures to the following preceding vehicle is executed.

On the other hand, when the HCU 61 determines in S103 that the blinker of the diagonally forward vehicle is not blinking, the HCU 61 skips S104 and shifts to S105.
In S105, the HCU 61 determines whether or not the preceding vehicle for figures exists in the appropriate inter-vehicle distance range. The appropriate inter-vehicle distance range is a predetermined distance range near the target inter-vehicle distance, specifically, a range having a certain width before and after the target inter-vehicle distance. That is, even in a traveling state in which the distance to the preceding vehicle is appropriately controlled to the target vehicle-to-vehicle distance by the ACC function, the actual vehicle-to-vehicle distance slightly increases or decreases with respect to the target vehicle-to-vehicle distance. Therefore, the distance range that takes into account such increases and decreases is set as the appropriate inter-vehicle distance range.

When the HCU 61 determines in S105 that the preceding vehicle for the graphic exists in the appropriate inter-vehicle range, the HCU 61 shifts to S106 and determines whether or not the brake lamp of the preceding vehicle for the graphic is lit. In addition, S106 corresponds to the processing as the brake lamp detection unit 605.

When the HCU 61 determines in S106 that the brake lamp of the preceding vehicle for figures is not lit, the HCU 61 shifts to S107.
In S107, the HCU 61 generates a first figure showing the target inter-vehicle distance and shifts to S110. The figure 501 shown in FIG. 6 is an example of the first figure. The upper end of the figure 501 is a straight line indicating a position on the road surface in front of the own vehicle, which is separated from the own vehicle by the target inter-vehicle distance. The lower end of the figure 501 is a straight line indicating a position near the front end of the own vehicle as seen from the driver's point of view. The left end and the right end of the figure 501 are lines indicating positions inside the left and right boundary lines of the lane in which the own vehicle travels, and are lines having a shape along the shape of the boundary lines. That is, the left and right ends of the figure 501 are straight lines when the lane on which the own vehicle travels is straight, and curved when the lane on which the own vehicle travels is a curved line such as a curve. Therefore, when the lane in which the own vehicle travels is a straight line, the figure 501 has a trapezoidal shape. It is generally preferable that the figure 501 is entirely colored with a color that gives the driver an image of safety and security, for example, blue or green. Further, in order to prevent the road markings from becoming invisible, it is preferable that the figure 501 is colored with a transparent color.

Returning to FIG. 4, when the HCU61 determines in S105 that the preceding vehicle for figures does not exist in the appropriate inter-vehicle distance range, it shifts to S108 and determines whether or not the preceding vehicle for figures exists at a position closer than the appropriate inter-vehicle distance range. Is determined. When the HCU 61 determines in S108 that the preceding vehicle for figures exists at a position closer than the appropriate inter-vehicle distance range, the HCU 61 shifts to S109. Note that S105 and S108 correspond to the processing as the determination unit 609.

Further, the HCU 61 also shifts to S109 when it is determined in S106 that the brake lamp of the preceding vehicle for figures is lit.
In S109, the HCU 61 generates a second graphic showing the actual inter-vehicle distance from the preceding vehicle for the graphic, and shifts to S110. The figure 502 shown in FIG. 6 is an example of the second figure. The position of the upper end of the figure 502 is different from that of the figure 501. The upper end of the figure 502 is a straight line indicating a position on the road surface in front of the own vehicle, which is separated from the own vehicle by the actual inter-vehicle distance. Further, it is preferable that the entire figure 502 is colored with a color that makes the driver generally imagine danger or warning, for example, yellow or orange. Further, in order to prevent the road markings from becoming invisible, it is preferable that the figure 502 is colored with a transparent color like the figure 501.

Here, the ACC function gradually brings the distance to the preceding vehicle closer to the appropriate inter-vehicle distance range. As the distance to the preceding vehicle gradually approaches the appropriate inter-vehicle distance range, the position of the upper end of the second figure gradually approaches the position of the upper end of the first figure.

Returning to FIG. 4, the HCU 61 also goes to S107 when it is determined in S108 that the preceding vehicle for graphics does not exist at a position closer than the appropriate inter-vehicle distance range, that is, when it is determined that the vehicle is located farther than the appropriate inter-vehicle distance range. The transition is performed to generate the first figure, and the transition to S110 is performed.

In S110, the HCU 61 determines whether or not the own vehicle is traveling out of the lane. The state in which the own vehicle deviates from the lane means that the own vehicle extends beyond the left or right boundary line. Note that S110 corresponds to the processing as the lane deviation detection unit 607.

When it is determined in S110 that the own vehicle is traveling out of the lane, the HCU 61 shifts to S111, generates a figure showing the width deviating from the lane, and then shifts to S112. The figure 504 shown in FIG. 7 is an example of a figure showing the width deviating from the lane in a state where the own vehicle protrudes from the right boundary line. The figure 503 is the first figure like the figure 501. The position of the right end of the figure 504 is different from that of the figure 503. The right end of the figure 504 is a straight line indicating a position where the right end of the vehicle body of the own vehicle is extended in the traveling direction. Further, the figure 504 generally warns the driver of the portion from the straight line corresponding to the right end of the first figure or the second figure to the straight line indicating the position where the right end of the vehicle body of the own vehicle is extended in the traveling direction. It is preferable to be colored with a color that makes the image of. When the own vehicle extends beyond the left boundary line, the vehicle body of the own vehicle extends from the straight line corresponding to the left end of the first figure or the second figure, as in the case where the own vehicle extends beyond the right boundary line. It is preferable that the portion up to the straight line indicating the position where the left end is extended in the traveling direction is generally colored with a color that gives the driver an image of danger or warning.

Returning to FIG. 5, when it is determined in S110 that the own vehicle has not deviated from the lane and is not traveling, the HCU 61 skips S111 and shifts to S112.
In S112, the HCU 61 superimposes and displays the generated figure on the road surface in front of the own vehicle, and ends the superimposition display process.

When the HCU 61 determines in S101 that the driving support ECU 5 is not executing the driving support, the HCU 61 shifts to S113.
Further, the HCU 61 also shifts to S113 when it is determined in S102 that the own vehicle is turning left or right.

In S113, the HCU 61 does not superimpose and display the graphic on the road surface in front of the own vehicle, and ends the superimposing display process. When the graphic is superimposed and displayed in the process of the previous cycle, the HCU 61 switches so that the graphic is not superimposed and displayed. Note that S107, S109, S111 to S113 correspond to the processing as the display unit 610.

[1-3. effect]
According to the first embodiment described in detail above, the following effects can be obtained.
(1a) When it is determined that the target vehicle-to-vehicle distance is secured, the HCU 61 superimposes and displays the first figure which is a figure showing a position separated from the own vehicle by the target vehicle-to-vehicle distance on the road surface in front of the own vehicle. .. On the other hand, when it is determined that the target inter-vehicle distance is not secured, the HCU 61 superimposes and displays a second figure which is a figure showing a position separated from the own vehicle by the actual inter-vehicle distance on the road surface in front of the own vehicle. .. In this way, in a state where the own vehicle is controlled so that the inter-vehicle distance to the preceding vehicle becomes the target inter-vehicle distance, the figure changes depending on whether or not the target inter-vehicle distance is secured in front of the own vehicle. .. Therefore, it is possible to make it easier for the driver to intuitively grasp whether the vehicle system 1 correctly recognizes the appropriate inter-vehicle distance from the preceding vehicle.

(1b) The HCU 61 superimposes and displays a figure whose upper end is a position separated from the own vehicle by the target inter-vehicle distance on the road surface in front of the own vehicle as the first figure. Further, the HCU 61 superimposes and displays a figure whose upper end is a position separated from the own vehicle by the actual inter-vehicle distance on the road surface in front of the own vehicle as a second figure. According to such a configuration, the upper end of the figure changes according to the inter-vehicle distance to the preceding vehicle, so that it is easy for the driver to intuitively grasp whether or not the target inter-vehicle distance is secured in front of the own vehicle. can do.

(1c) The first HCU61 is a figure in which the upper end is a position on the road surface in front of the own vehicle that is separated from the own vehicle by the target inter-vehicle distance, and the lower end is a position near the front end of the own vehicle as seen from the driver's point of view. It is superimposed and displayed as a figure of. Further, the HCU 61 has a figure in which the upper end is a position on the road surface in front of the own vehicle that is separated from the own vehicle by the actual distance between the vehicles, and the lower end is a position near the front end of the own vehicle as seen from the driver's point of view. It is superimposed and displayed as a figure of. According to such a configuration, the length from the lower end to the upper end of the figure changes according to the distance from the preceding vehicle, so that it is easy for the driver to intuitively grasp the expansion and contraction of the distance from the preceding vehicle. can do.

(1d) The HCU 61 has a figure in which the upper end is a position on the road surface in front of the own vehicle that is separated from the own vehicle by the target inter-vehicle distance, and the positions near the left and right boundary lines of the lane in which the own vehicle travels are the left end and the right end, respectively. , It is superimposed and displayed as the first figure. Further, the HCU 61 has a figure in which the upper end is a position on the road surface in front of the own vehicle that is separated from the own vehicle by the actual inter-vehicle distance, and the positions near the left and right boundary lines of the lane in which the own vehicle travels are the left end and the right end, respectively. , It is superimposed and displayed as a second figure. According to such a configuration, the graphic is superimposed and displayed according to the width of the road, so that the driver can intuitively grasp that the vehicle system 1 is traveling by appropriately grasping the traveling lane. It can be made easier.

(1e) The HCU 61 superimposes and displays a transparent figure. According to such a configuration, it is possible to prevent the road markings from disappearing because the figures are superimposed and displayed as if they were written solidly on the road surface.

(1f) When the brake lamp detection unit 605 detects that the brake lamp of the preceding vehicle is lit, the HCU 61 superimposes and displays the second figure. According to such a configuration, the second figure can be superimposed and displayed before it is detected that the inter-vehicle distance is actually shortened. Therefore, it is possible to make it easier for the driver to intuitively grasp whether or not the vehicle system 1 correctly recognizes the appropriate inter-vehicle distance to the preceding vehicle, faster than when determining based only on the actual inter-vehicle distance. it can.

(1g) When the blinker detection unit 606 detects that the blinker of the diagonally preceding vehicle blinks, the HCU 61 considers the diagonally preceding vehicle as the preceding vehicle. According to such a configuration, the second figure can be superimposed and displayed before the diagonally preceding vehicle actually interrupts the lane in which the own vehicle travels. Therefore, even in a situation where the inter-vehicle distance is sharply shortened due to another vehicle changing lanes in front of the own vehicle, it is possible to reduce anxiety to the driver.

(1h) The HCU 61 does not display the first figure and the second figure while the right / left turn detection unit 608 detects the right / left turn. According to such a configuration, it is possible to prevent unnecessary figures from being superimposed and displayed while turning left or right.

(1i) When the lane deviation detection unit 607 determines that the own vehicle is traveling out of the lane, the HCU 61 superimposes and displays a figure showing the width deviating from the lane. According to such a configuration, it is possible to make it easy for the driver to intuitively grasp that the vehicle deviates from the lane. On the contrary, since the figure showing the width deviating from the lane is not superimposed and displayed, it is possible to make it easy for the driver to intuitively understand that the own vehicle is controlled so as not to deviate from the lane.

(1j) The HCU 61 displays the first figure and the second figure in different colors. According to such a configuration, in a state where the own vehicle is controlled so that the inter-vehicle distance to the preceding vehicle becomes the target inter-vehicle distance, depending on whether or not the target inter-vehicle distance is secured in front of the own vehicle. The color of the figure changes. Therefore, it is possible to make it easier for the driver to intuitively grasp whether the target inter-vehicle distance is secured in front of the own vehicle or whether the inter-vehicle distance from the preceding vehicle is shorter than the target inter-vehicle distance.

[2. Second Embodiment]
[2-1. Differences from the first embodiment]
Since the basic configuration and processing of the second embodiment are the same as those of the first embodiment, the common configuration and processing will be omitted and the differences will be mainly described.

In the first embodiment, in S109, the HCU 61 generated a second figure whose upper end is a straight line indicating a position on the road surface in front of the own vehicle, which is separated from the own vehicle by an actual inter-vehicle distance.
On the other hand, in the second embodiment, in S109, the HCU 61 generates a second figure having a straight line indicating a position separated from the own vehicle by the actual inter-vehicle distance on the road surface in front of the own vehicle as the upper end, and the own vehicle. A figure whose upper end is a straight line indicating a position separated from the own vehicle by the target vehicle distance on the road surface in front of the second figure and whose lower end is the upper end of the second figure, which is a figure having a color different from that of the second figure. Generate the figure of 3. In the present embodiment, the region that is the difference between the first figure and the second figure corresponds to the third figure. In other words, two figures obtained by dividing the first figure by a straight line indicating a position separated from the own vehicle by the actual inter-vehicle distance are generated as the second figure and the third figure. The figure 506 shown in FIG. 8 is an example of the second figure 506a and the third figure 506b. The figure 505 is the first figure like the figure 501. The figure 506 is different from the figure 505 in that it is colored in a different color with a straight line indicating a position separated from the own vehicle by the actual inter-vehicle distance as a boundary. That is, the second figure 506a and the third figure 506b are colored in different colors. Specifically, the second figure 506a is colored in the same color as the first figure, and the third figure 506b is generally colored in a color that makes the driver imagine danger or warning, for example, yellow or orange. It is preferable to be done. Further, in order to prevent the road markings from disappearing, it is preferable that the figure 506 is colored with a transparent color like the figure 505.

Here, the ACC function gradually brings the distance to the preceding vehicle closer to the appropriate inter-vehicle distance range. As the distance to the preceding vehicle gradually approaches the appropriate inter-vehicle distance range, the position of the upper end of the second figure 506a gradually approaches the position of the upper end of the first figure. In other words, the position of the upper end of the second figure 506a gradually approaches the position of the upper end of the third figure 506b, and the ratio of the third figure 506b in the figure 506 gradually decreases.

[2-2. effect]
According to the second embodiment, the following effects can be obtained in addition to the effects of the first embodiment described above.
(2a) When it is determined that the target vehicle-to-vehicle distance is not secured, the HCU 61 has the upper end at a position separated from the own vehicle by the target vehicle-to-vehicle distance on the road surface in front of the own vehicle, and the upper end of the second figure as the lower end. A third figure, which is a figure to be used and has a color different from that of the second figure, is superimposed and displayed together with the second figure. That is, the third figure shows the magnitude of the difference between the target inter-vehicle distance and the actual inter-vehicle distance. According to such a configuration, it is possible to make it easy for the driver to intuitively grasp how much the actual inter-vehicle distance is shorter than the target inter-vehicle distance.

[3. Third Embodiment]
[3-1. Differences from the first embodiment]
Since the basic configuration and processing of the third embodiment are the same as those of the first embodiment, the common configuration and processing will be omitted and the differences will be mainly described.

In the third embodiment, in S109, the HCU 61 generates a figure whose lower end is closer to the own vehicle than the lower end of the first figure as the second figure. The figure 508 shown in FIG. 9 is an example of the second figure. The figure 507 is a first figure like the figure 501. The positions of the upper end and the lower end of the figure 508 are different from those of the figure 507. The upper end of the figure 508 is a straight line indicating a position on the road surface in front of the own vehicle, which is separated from the own vehicle by the actual inter-vehicle distance. That is, it is the same as the upper end of the second figure in the first embodiment. The lower end of the figure 508 is a straight line indicating a position closer to the own vehicle than the lower end of the second figure in the first embodiment.

[3-2. effect]
According to the third embodiment, the following effects can be obtained in addition to the effects of the first embodiment described above.
(3a) The HCU 61 superimposes and displays a figure whose lower end is closer to the own vehicle than the lower end of the first figure as the second figure. According to such a configuration, it is possible to make it easy for the driver to intuitively grasp that the preceding vehicle is located at a distance shorter than the target inter-vehicle distance.

[4. Other embodiments]
Although the embodiments of the present disclosure have been described above, it goes without saying that the present disclosure is not limited to the above-described embodiments and can take various forms.

(4a) In the above embodiment, when the HCU 61 determines that the blinker of the diagonally forward vehicle blinks, the graphic preceding vehicle and the following preceding vehicle are temporarily different from each other. However, the graphic preceding vehicle and the following preceding vehicle may always be matched. For example, when the HCU 61 determines that the blinker of the diagonally forward vehicle blinks, the graphic preceding vehicle may be switched to the diagonally forward vehicle, and at the same time, the diagonally forward vehicle may be switched to the following preceding vehicle in the ACC function. Further, even if the HCU 61 determines that the blinker of the diagonally forward vehicle blinks, the graphic preceding vehicle is not switched to the diagonally forward vehicle until the following preceding vehicle is switched by the ACC function, and the following preceding vehicle is switched by the ACC function. At the same time, the preceding vehicle for the graphic may be switched to the diagonally forward vehicle.

(4b) In the above embodiment, when it is determined that the own vehicle is traveling out of the lane, the width of the first figure or the second figure is extended by the width deviating from the lane. The figures are superimposed and displayed. However, the first figure or the second figure may be shifted to the left and right by the width of the own vehicle deviating from the lane and displayed in an superimposed manner.

(4c) In the above embodiment, the first figure or the second figure having the position near the front end of the own vehicle as seen from the driver's viewpoint as the lower end is superimposed and displayed. However, the first figure or the second figure may be a figure whose lower end is close to the upper end, in other words, a figure whose length in the traveling direction of the own vehicle is short. For example, a horizontally long rod-shaped figure may be superimposed and displayed on the road surface in front of the own vehicle at a position separated from the own vehicle by the target inter-vehicle distance or at a position separated from the own vehicle by the actual inter-vehicle distance.

(4d) In the above embodiment, the first figure and the second figure are colored in different colors. However, these shapes may be colored in the same color.
(4e) In the above embodiment, the own vehicle has an ACC function and an LKA function as driving support functions. However, the own vehicle may have a function that the distance between the vehicle and the preceding vehicle is the target vehicle distance, and may have only the ACC function, for example. In this case, the HCU 61 does not perform the processes of S110 and S111. Further, instead of the driving support function, the own vehicle may be configured to execute the automatic driving function.

(4f) In the above embodiment, an appropriate inter-vehicle distance range is used when determining whether or not a target inter-vehicle distance is secured in front of the own vehicle. This is because the actual inter-vehicle distance slightly increases or decreases with respect to the target inter-vehicle distance even in a traveling state in which the distance to the preceding vehicle is appropriately controlled to the target inter-vehicle distance by the ACC function. However, the determination may be made without considering such an increase or decrease. Specifically, the HCU 61 may determine in S105 whether or not the actual inter-vehicle distance is equal to or greater than the target inter-vehicle distance. Further, in this case, the HCU 61 does not carry out the processing of S108.

(4g) The functions of one component in the above embodiment may be dispersed as a plurality of components, or the functions of the plurality of components may be integrated into one component. Further, a part of the configuration of the above embodiment may be omitted. Further, at least a part of the configuration of the above embodiment may be added or replaced with the configuration of the other embodiment.

1 ... Vehicle system, 6 ... HMI system, 61 ... HCU, 100 ... Virtual image, 609 ... Judgment unit, 610 ... Display unit, 641 ... HUD.

Claims (12)

A display control device mounted on a vehicle
Whether or not the target vehicle-to-vehicle distance is secured in front of the vehicle in a state where the vehicle is controlled so that the inter-vehicle distance to the preceding vehicle traveling in front of the vehicle becomes a predetermined target vehicle-to-vehicle distance. Judgment units (S104, S105, S108) configured to make a judgment, and
A first figure, which is a figure showing a position separated from the vehicle by the target inter-vehicle distance on the road surface in front of the vehicle, is used as a virtual image (100) on the road surface in front of the vehicle using a head-up display (641). Display units (S107, S109, S111 to S113) configured to be displayed, and
With
The second display unit is a figure showing a position on the road surface in front of the vehicle, which is separated from the vehicle by the actual distance between the vehicles, when the determination unit determines that the target vehicle-to-vehicle distance is not secured. A display control device that displays a figure in place of the first figure. The display control device according to claim 1.
The display unit
A figure whose upper end is a position separated from the vehicle by the target inter-vehicle distance on the road surface in front of the vehicle is displayed as the first figure.
A display control device for displaying as the second figure a figure whose upper end is a position on the road surface in front of the vehicle, which is separated from the vehicle by an actual distance between vehicles. The display control device according to claim 2.
When the determination unit determines that the target vehicle-to-vehicle distance is not secured, the display unit has the upper end at a position on the road surface in front of the vehicle, which is separated from the vehicle by the target vehicle-to-vehicle distance, and the second display unit. A display control device for displaying a third figure having the upper end of the figure as the lower end and having a color different from that of the second figure, together with the second figure. The display control device according to any one of claims 1 to 3.
The display unit
A figure having a position on the road surface in front of the vehicle that is separated from the vehicle by the distance between the target vehicles as the upper end and a position near the front end of the vehicle as seen from the driver's point of view as the lower end is displayed as the first figure. Let me
A figure having a position on the road surface in front of the vehicle that is separated from the vehicle by the actual distance between the vehicles as the upper end and a position near the front end of the vehicle as seen from the driver's point of view as the lower end is displayed as the second figure. Display control device. The display control device according to claim 4.
The display unit is a display control device that displays a figure whose lower end is closer to the vehicle than the lower end of the first figure as the second figure. The display control device according to any one of claims 1 to 5.
The display unit
The first figure is a figure in which a position on the road surface in front of the vehicle, which is separated from the vehicle by the distance between the target vehicles, is the upper end, and positions near the left and right boundary lines of the lane in which the vehicle travels are the left end and the right end, respectively. Display as a figure
The second figure is a figure in which the upper end is a position on the road surface in front of the vehicle that is separated from the vehicle by the actual distance between the vehicles, and the positions near the left and right boundary lines of the lane in which the vehicle travels are the left end and the right end, respectively. A display control device that displays as a figure. The display control device according to any one of claims 1 to 6.
The display unit is a display control device that displays a transparent figure as the first figure and the second figure. The display control device according to any one of claims 1 to 7.
A brake lamp detection unit (S106) for detecting the state of the brake lamp of the preceding vehicle is further provided.
The display unit is a display control device that displays the second figure in place of the first figure when the brake lamp detection unit detects that the brake lamp of the preceding vehicle is lit. The display control device according to any one of claims 1 to 8.
Detects the state of a winker on the lane side in which the vehicle travels among the left and right winkers of the diagonally preceding vehicle, which is a diagonally preceding vehicle traveling ahead of the vehicle in the lane adjacent to the lane in which the vehicle travels. Further equipped with a winker detection unit (S103)
When the winker detection unit detects that the winker of the diagonally preceding vehicle blinks, the determination unit determines whether or not the target inter-vehicle distance is secured with the diagonally preceding vehicle. Display control device. The display control device according to any one of claims 1 to 9.
A right / left turn detection unit (S102) configured to detect a right / left turn of the vehicle is further provided.
The display unit is a display control device that does not display the first figure and the second figure while the right / left turn detection unit detects a right / left turn. The display control device according to any one of claims 1 to 10.
A lane deviation detection unit (S110) for determining whether or not the vehicle is traveling out of the lane is further provided.
The display unit is a display control device that displays a figure indicating the width deviating from the lane when the lane deviation detecting unit determines that the vehicle is traveling out of the lane. The display control device according to any one of claims 1 to 11.
The display unit is a display control device that displays the first figure and the second figure in different colors.

Images