WO2016157891A1 - Appareil de présentation d'informations - Google Patents

Appareil de présentation d'informations Download PDF

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Publication number
WO2016157891A1
WO2016157891A1 PCT/JP2016/001815 JP2016001815W WO2016157891A1 WO 2016157891 A1 WO2016157891 A1 WO 2016157891A1 JP 2016001815 W JP2016001815 W JP 2016001815W WO 2016157891 A1 WO2016157891 A1 WO 2016157891A1
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WO
WIPO (PCT)
Prior art keywords
light emission
driver
spot
information
risk
Prior art date
Application number
PCT/JP2016/001815
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English (en)
Japanese (ja)
Inventor
友紀 藤澤
裕章 田中
下ノ本　詞之
光雄 玉垣
卓也 森
神谷　玲朗
川島　毅
雄大 松本
哲洋 林
Original Assignee
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2016048660A external-priority patent/JP6319349B2/ja
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to US15/561,932 priority Critical patent/US20180118109A1/en
Priority to CN201680019573.6A priority patent/CN107428299A/zh
Publication of WO2016157891A1 publication Critical patent/WO2016157891A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Arrangement of adaptations of instruments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • the present disclosure relates to an information presentation device that presents vehicle information to a driver.
  • the information presentation apparatus disclosed in Patent Document 1 includes a light emitting unit located on an instrument panel of a vehicle.
  • the light emitting part is formed by a plurality of light emitting elements arranged in the width direction of the vehicle.
  • the information presenting device presents information to the driver by controlling the light emission mode of the light emitting unit based on the acquired information.
  • a driving support device that supports or substitutes for a driving operation by a driver is mounted.
  • An information presentation device mounted on a vehicle together with such a driving assistance device needs to present information on whether or not the driving operation is supported or performed by the driving assistance device so that the driver can easily recognize it.
  • Patent Document 1 that guides the driver's line of sight, there is no disclosure of presenting the operation information of the driving support device.
  • An information presentation device is an information presentation device that is mounted on a vehicle together with a driving support device that supports or substitutes for a driving operation by a driver, and presents vehicle information to the driver.
  • An information acquisition unit that acquires operation information; and a light-emitting display unit that is disposed on the instrument panel of the vehicle and displays at least one light-emitting spot in a light-emitting region that is defined to extend along the width direction of the vehicle.
  • a light emission control unit that controls a light emission mode of a light emission spot in the light emission region based on information acquired by the information acquisition unit, and the light emission control unit includes a case where the driving support device is operating, and a driving support device. The reference position for displaying the light emission spot is changed depending on whether or not is operating.
  • the light emission spots in this information presentation device are displayed at different reference positions when the driving support device is operating and when the driving support device is not operating. Such a difference in the display position of the light emission spot can be surely perceived by the driver even if the light emission area is defined in the range of the driver's peripheral vision. Therefore, the information presenting device can easily present information to the driver as to whether or not the driving support device is in an operating state that supports or substitutes for the driving operation.
  • FIG. 1 is a diagram showing a layout around a driver's seat in the host vehicle.
  • FIG. 2 is a block diagram showing the overall configuration of the in-vehicle network according to the first embodiment.
  • FIG. 3 is a diagram showing functional blocks constructed in the control circuit of the vehicle control ECU.
  • FIG. 4 is a block diagram illustrating a configuration of the light emitting device.
  • FIG. 5 is a diagram showing functional blocks constructed in the control circuit of the HCU.
  • FIG. 6 is a diagram showing the transition of the change in brightness repeated at the light emission spot.
  • FIG. 7 is a state transition diagram showing details of the transition of the light emission control mode of the light emitting device.
  • FIG. 8 is a diagram showing a display of light emission spots during manual operation.
  • FIG. 9 is a diagram showing the display of the light emission spots during the LKA operation.
  • FIG. 10 is a diagram showing a light emission spot whose display width is enlarged as the risk level increases.
  • FIG. 11 is a diagram illustrating a state in which the reference position of the light emission spot has been moved in order to indicate the planned travel locus of the host vehicle during manual operation.
  • FIG. 12 is a diagram illustrating a state in which the reference position of the light emission spot is moved in order to indicate the planned traveling locus of the host vehicle during LKA operation.
  • FIG. 13 is a diagram for explaining that the movement amount of the reference position does not change during the LKA operation or during the manual operation.
  • FIG. 14 is a diagram showing a series of displays for guiding the driver's line of sight to the right during LKA operation.
  • FIG. 15 is a diagram showing a series of displays for guiding the driver's line of sight to the left during manual driving.
  • FIG. 16 is a diagram illustrating a series of displays that guide the driver's line of sight in a rightward looking direction to the front during manual driving.
  • FIG. 17 is a diagram showing a series of displays that guide the driver's line of sight in a leftward looking state to the front during LKA operation.
  • FIG. 18 is a flowchart showing the reference position setting process.
  • FIG. 18 is a flowchart showing the reference position setting process.
  • FIG. 19 is a flowchart showing the light emission mode setting process.
  • FIG. 20 is a block diagram showing the overall configuration of the in-vehicle network according to the second embodiment.
  • FIG. 21 is a state transition diagram showing details of the transition of the light emission control mode in the second embodiment.
  • FIG. 22 is a diagram for sequentially explaining the operation of the instrument panel light emission line in the risk target warning mode.
  • FIG. 23 is a diagram showing a modification of FIG.
  • FIG. 24 is a diagram illustrating a light emission mode in a scene in which a risk target exists inside the front pillar.
  • FIG. 25 is a diagram illustrating a light emission mode in a scene in which a risk target exists outside the front pillar.
  • FIG. 20 is a block diagram showing the overall configuration of the in-vehicle network according to the second embodiment.
  • FIG. 21 is a state transition diagram showing details of the transition of the light emission control mode in the second embodiment.
  • FIG. 22 is a diagram for sequentially explaining the
  • FIG. 26 is a diagram illustrating a light emission mode in a scene where a plurality of risk objects are densely present.
  • FIG. 27 is a diagram illustrating a light emission mode in a scene where a plurality of risk objects exist apart from each other.
  • FIG. 28 is a diagram illustrating a light emission mode in a scene in which a plurality of risk objects having different distances from the host vehicle exist in a specific direction.
  • FIG. 29 is a diagram for explaining a method of setting the length of the light emission spot.
  • FIG. 30 is a diagram for explaining a method of setting the length of the light emission spot.
  • An HCU (HMI (Human Machine Interface) Control Unit) 100 is an electronic device mounted on the host vehicle A as shown in FIGS. 1 and 2.
  • the HCU 100 is one of a plurality of nodes provided in the in-vehicle network 1.
  • the in-vehicle network 1 includes an external environment recognition system 90, a vehicle control system 60, a wearable communication device 97, an HMI system 10, and a communication bus 99 to which these are connected.
  • the external environment recognition system 90 includes external sensors such as a front camera unit 92 and radar units 93 and 94, and a surrounding monitoring ECU 91.
  • the outside recognition system 90 includes moving objects such as pedestrians, non-human animals, bicycles, motorcycles, and other vehicles, as well as falling objects on the road, traffic signals, guardrails, curbs, road signs, road markings, lane markings, And detecting static objects such as trees.
  • the external recognition system 90 can include external sensors such as lidar and sonar in addition to the units 92 to 94.
  • the front camera unit 92 is, for example, a monocular or compound eye camera installed near the rearview mirror of the host vehicle A.
  • the front camera unit 92 is directed in the traveling direction of the host vehicle A, and can photograph a range of about 80 meters from the host vehicle A with a horizontal viewing angle of about 45 degrees, for example.
  • the front camera unit 92 sequentially outputs captured image data showing a moving object and a stationary object to the periphery monitoring ECU 91.
  • the radar unit 93 is installed, for example, at the front part of the host vehicle A.
  • the radar unit 93 emits 77 GHz millimeter waves from the transmission antenna toward the traveling direction of the host vehicle A.
  • the radar unit 93 receives millimeter waves reflected by a moving object and a stationary object in the traveling direction by a receiving antenna.
  • the radar unit 93 can scan a range of about 60 meters from the host vehicle A at a horizontal scanning angle of about 55 degrees, for example.
  • the radar unit 93 sequentially outputs the scanning result based on the received signal to the periphery monitoring ECU 91.
  • the accelerator position sensor 61 detects the amount of depression of the accelerator pedal by the driver and outputs it to the vehicle control ECU 70.
  • the brake pedaling force sensor 62 detects the pedaling force of the brake pedal by the driver and outputs it to the vehicle control ECU 70.
  • the steering torque sensor 63 detects the steering torque of the steering wheel (hereinafter referred to as steering) 16 by the driver and outputs it to the vehicle control ECU 70.
  • the electronic control throttle 66 controls the opening of the throttle based on a control signal output from the vehicle control ECU 70.
  • the brake actuator 67 controls the braking force generated on each wheel by generating a brake pressure based on a control signal output from the vehicle control ECU 70.
  • the EPS motor 68 controls the steering force and the steering force applied to the steering mechanism based on a control signal output from the vehicle control ECU 70.
  • the vehicle control ECU 70 is provided with a plurality of driving support functions for supporting or acting on behalf of the driver by controlling the driving force, braking force, steering force, and the like of the host vehicle A.
  • the vehicle control ECU 70 executes a program stored in the memory 73 by the processor 71, thereby constructing a plurality of functional blocks (81 to 84) for realizing the driving support function as shown in FIG.
  • the vehicle control ECU 70 can output operation information of each driving support function by each functional block to the communication bus 99.
  • the ACC function unit 81 adjusts the driving force and the braking force based on the monitoring information of the preceding vehicle acquired from the surrounding monitoring ECU 91, thereby controlling the traveling speed of the host vehicle A (see FIG. 1). Control) function.
  • the ACC supports or substitutes acceleration / deceleration operations among a plurality of driving operations by the driver.
  • the ACC function unit 81 cruises the host vehicle A at the target speed set by the driver when the preceding vehicle is not detected. On the other hand, when the preceding vehicle is detected, the ACC function unit 81 causes the host vehicle A to follow the preceding vehicle while maintaining the inter-vehicle distance to the preceding vehicle.
  • the LKA function unit 82 realizes a function of LKA (Lane Keeping Assist) for controlling the steering angle of the steered wheels of the host vehicle A (see FIG. 1) by adjusting the steering force.
  • LKA assists or substitutes for steering among a plurality of driving operations by the driver.
  • the LKA function part 82 maintains the host vehicle A in the traveling lane by generating a steering force in a direction that prevents the approach to the lane marking, and causes the host vehicle A to travel along the lane.
  • the LCA (Lane Change Assist) function unit 83 realizes an automatic lane change function for moving the host vehicle A (see FIG. 1) from the currently running lane to the adjacent lane.
  • the automatic lane change can be executed when the LKA is in operation, and assists or substitutes for the steering by the driver in the same manner as the LKA.
  • the LCA function unit 83 moves the host vehicle A to the adjacent lane by generating a steering force in the direction toward the adjacent lane.
  • the traveling locus setting unit 84 calculates the planned traveling locus of the host vehicle A in association with the shape information of the lane markings in the traveling direction acquired from the surrounding monitoring ECU 91.
  • the travel locus setting unit 84 calculates a target steering direction and a target steering amount for realizing traveling of the host vehicle along the planned travel locus. Based on the target steering direction and target steering amount calculated by the travel locus setting unit 84, the LKA function unit 82 and the LCA function unit 83 execute steering control.
  • the travel locus setting unit 84 can output the target steering direction and the target steering amount to the communication bus 99 as steering information.
  • the travel locus setting unit 84 can calculate the steering information and output it to the communication bus 99 even when both the LKA function unit 82 and the LCA function unit 83 are not operating.
  • the wearable communication device 97 shown in FIG. 1 and FIG. 2 is mounted on the host vehicle A and is communicably connected to the communication bus 99. Wearable communication device 97 is provided with an antenna for wireless communication.
  • the wearable communication device 97 can perform wireless communication with the wearable device 110 existing in the passenger compartment of the host vehicle A using a wireless LAN, Bluetooth (registered trademark), or the like.
  • the wearable device 110 is worn by the driver, and is worn on the driver's head, ears, wrist, fingertip, neck, and the like, for example.
  • the wearable device 110 can acquire the driver's biological information, for example, the pulse rate, heart rate, body temperature, blood pressure, and the like, and output the acquired information to the in-vehicle network 1.
  • the HMI system 10 includes an operation device such as a winker lever 15 and a DSM (Driver Status Monitor) 11 together with the HCU 100 described above.
  • the HMI system 10 is provided with a plurality of display devices such as a HUD (Head-Up Display) device 14, a combination meter 12a, a CID (Center Information Display) 12b, and a light emitting device 40.
  • the HMI system 10 provides information to the passengers of the host vehicle A including the driver seated in the driver's seat 17d.
  • the winker lever 15 is provided in a column portion that supports the steering 16. An operation for operating the winker is input to the winker lever 15 by the driver.
  • the blinker lever 15 outputs an operation signal based on the driver's input to the HCU 100.
  • the DSM 11 includes a near-infrared light source and a near-infrared camera, and a control unit that controls them.
  • the DSM 11 is disposed on the upper surface of the instrument panel 19 in a posture in which the near-infrared camera faces the driver's seat 17d.
  • the DSM 11 photographs a driver's face irradiated with near infrared light from a near infrared light source with a near infrared camera.
  • the image captured by the near-infrared camera is analyzed by the control unit.
  • the control unit extracts, for example, the direction of the driver's face and the degree of eye opening from the captured image.
  • the DSM 11 outputs face direction information indicating the driver's face direction to the HCU 100 based on the analysis by the control unit. In addition, when the DSM 11 determines that the driver is looking aside without facing the front, the DSM 11 outputs to the HCU 100 as the driver's looking-aside information. Further, when the DSM 11 determines the dozing state in which the driver's eyes are closed, the DSM 11 can output the dozing information of the driver to the HCU 100.
  • the HCU 100 is connected to each operation device DSM11 and each display device.
  • the HCU 100 acquires an operation signal output from the operation device and information output from the DSM 11.
  • the HCU 100 controls the display by these display devices by outputting a control signal to each display device.
  • the control circuit 20a of the HCU 100 includes a main processor 21, a drawing processor 22, a rewritable nonvolatile memory 23, an input / output interface 24 for inputting / outputting information, and a bus for connecting them.
  • the HUD device 14 projects the light of the image based on the data acquired from the HCU 100 onto the projection area 14 a defined by the windshield 18.
  • the light of the image reflected on the vehicle interior side by the windshield 18 is perceived by the driver sitting in the driver's seat 17d.
  • the driver can visually recognize the virtual image of the image projected by the HUD device 14 on the outside scene in front of the host vehicle A.
  • the combination meter 12a is arranged in front of the driver's seat 17d in the passenger compartment of the host vehicle A.
  • the combination meter 12a has a liquid crystal display that can be visually recognized by the driver sitting on the driver's seat 17d.
  • the combination meter 12a displays an image of a speedometer or the like on the liquid crystal display based on the data acquired from the HCU 100.
  • the CID 12b is disposed in the center of the instrument panel 19 in the cabin of the host vehicle A.
  • the CID 12b has a liquid crystal display that can be viewed by a passenger sitting on the passenger seat 17p in addition to the driver.
  • the CID 12b displays a navigation guidance screen, an air conditioner operation screen, an audio device operation screen, and the like on a liquid crystal display based on data acquired from the HCU 100.
  • the light emitting device 40 includes an instrument panel light emitting line 41, a steer light emitting ring 42, a power interface 43, a communication interface 44, a driver circuit 45, and a control circuit 46, as shown in FIGS.
  • the light emitting device 40 presents the information of the host vehicle A to the driver by the light emitting spots 51 and 56 displayed on the instrument panel light emitting line 41 and the steer light emitting ring 42, respectively.
  • the instrument panel light emission line 41 is disposed on the instrument panel 19 of the host vehicle A.
  • the instrument panel light emitting line 41 has a linear light emitting region 52.
  • the linear light emitting region 52 is defined to extend linearly along the width direction WD of the host vehicle A.
  • the linear light emitting region 52 is located above the CID 12b.
  • the linear light emitting region 52 extends the end portions 53a and 53b in the width direction WD to the roots of the pillars located on both sides of the windshield 18.
  • the linear light emitting region 52 is out of the central view range CVA of the driver seated on the driver's seat 17d. On the other hand, almost the entire linear light emitting region 52 is within the range PVA for peripheral vision of the driver seated on the driver's seat 17d.
  • the instrument panel light emitting line 41 displays at least one light emitting spot 51 in the linear light emitting region 52 by causing at least a part of the light emitting elements to emit light.
  • the instrument panel emission line 41 can move the emission spot 51 in the width direction WD within the linear emission region 52.
  • the instrument panel emission line 41 can change the emission color and emission size of the emission spot 51.
  • the steer light emitting ring 42 displays at least one light emitting spot 56 in the annular light emitting region 57 by causing at least some of the light emitting elements to emit light.
  • the steer light emitting ring 42 can move the light emitting spot 56 in the circumferential direction within the annular light emitting region 57.
  • the steer light emitting ring 42 can change the light emission color and light emission size of the light emission spot 56.
  • the power interface 43 is supplied with power from a battery or the like mounted on the vehicle through a power circuit 49.
  • the power interface 43 supplies power to each component of the light emitting device 40.
  • the instrument panel light emission line 41 and the steer light emission ring 42 emit and display the light emission spots 51 and 56 by the power supplied through the power interface 43.
  • the communication interface 44 is connected to the HCU 100. Command signals for instructing light emission modes of the instrument panel light emission line 41 and the steer light emission ring 42 are input from the HCU 100 to the communication interface 44.
  • the driver circuit 45 controls the current flowing through each light emitting element provided in the instrument panel light emitting line 41 and the steer light emitting ring 42.
  • the driver circuit 45 converts the power supplied from the power interface 43 and applies a current to the light emitting element specified by the control signal acquired from the control circuit 46.
  • control circuit 20a of the HCU 100 shown in FIG. 5 executes a program stored in the memory 23 by each of the processors 21 and 22, thereby causing a plurality of functional blocks (31 to 35). ) Build.
  • functional blocks related to information presentation using the instrument panel light emission line 41 and the steer light emission ring 42 will be described with reference to FIGS. 1 and 4 based on FIG. 5.
  • the information acquisition unit 31 acquires various information related to the host vehicle A.
  • the information acquisition unit 31 outputs the acquired information to the risk determination unit 32, the blinking cycle setting unit 33, and the light emission control unit 34.
  • the information acquisition unit 31 acquires face orientation information and side-view information by the DSM 11, monitoring information by the periphery monitoring ECU 91, operation information and steering information of the driving support function in the vehicle control ECU 70, biological information by the wearable device 110, and the like.
  • the information acquisition unit 31 acquires the occurrence information of the event when the event that the driver should pay attention to the left and right of the host vehicle A occurs. Specifically, in order to change the lane, information indicating that the operation of the winker is started by the driver or the vehicle control ECU 70 is acquired by the information acquisition unit 31 as occurrence information.
  • the risk determination unit 32 determines the risk level related to the host vehicle A based on the information acquired from the information acquisition unit 31.
  • the risk determination unit 32 determines the risk level in five stages, for example.
  • the risk determination unit 32 determines that the state with the lowest risk level is “normal” and determines the state with the highest risk level as “risk level 4”.
  • the risk determination unit 32 determines that the risk level is high when the level of the driver's random state increases.
  • the risk determination unit 32 outputs the risk level determination result to the information acquisition unit 31.
  • the blinking cycle setting unit 33 sets a blinking cycle for blinking each of the light emitting spots 51 and 56 in a state notification mode to be described later.
  • the blinking cycle of each light emitting spot 51, 56 is set to a cycle corresponding to the normal heart rate or pulse rate of the driver.
  • biological information acquired by the wearable device 110 may be used, or a preset general value (for example, 60 times per minute) may be used.
  • the blinking cycle setting unit 33 sets the blinking cycle so that a bright state and a dark state are repeated every second as shown in FIG.
  • the brightness in the dark state is, for example, about one third of the brightness in the bright state.
  • the light emission control unit 34 controls light emission of the light emission spots 51 and 56 in the instrument panel light emission line 41 and the steer light emission ring 42.
  • the light emission control unit 34 can switch the light emission control mode of the light emitting device 40 among a plurality.
  • the voice control unit 35 controls the voice reproduction device 140 to notify the driver through hearing.
  • the sound reproduction device 140 includes a speaker and the like, and can reproduce a notification sound and a sound message that can be heard by all passengers of the host vehicle A in the vehicle interior.
  • the voice control unit 35 cooperates with the light emission control unit 34 to combine the light emission spot 51 and the voice message to reliably warn the driver of the existence of the risk target.
  • the plurality of light emission control modes include a state notification mode, a lane change notification mode, an approaching vehicle notification mode, and an aside look attention mode.
  • the state notification mode is a light emission control mode for notifying the driver of the current risk level of the host vehicle A.
  • the light emission mode of each of the light emission spots 51 and 56 is changed based on the determination result of the risk level by the risk determination unit 32 (see FIG. 5).
  • the driver's line of sight is directed toward the left or right direction in which the event is occurring when an event that the driver should be aware of occurs on either side of the vehicle A
  • the light emission control unit 34 switches the light emission control mode from the state notification mode to the lane change notification mode based on the operation of the blinker accompanying the lane change.
  • the driver's line of sight is guided toward the destination lane as the attention direction.
  • the light emission control unit 34 switches from the state notification mode to the approaching vehicle notification mode when a parallel running vehicle is detected in the destination lane in addition to the operation of the blinker accompanying the lane change. And switch the light emission control mode.
  • the driver's line of sight is guided toward the parallel running vehicle as the attention direction by the light emitting display in the approaching vehicle notification mode.
  • the light emission control unit 34 determines whether or not the driver's face is directed at a predetermined angle (for example, 45 degrees) or more in the left or right attention direction based on the face orientation information. As a result, when it is determined that the driver's face is directed in the attention direction, the light emission control mode is returned from the lane change notification mode or the approaching vehicle notification mode to the state notification mode.
  • a predetermined angle for example, 45 degrees
  • Aside look attention mode is a light emission control mode that guides the driver's line of sight to the front.
  • the light emission control unit 34 (see FIG. 5) switches from the state notification mode to the side look attention mode based on the driver's side look information.
  • the driver's line of sight is guided to the front by the light-emitting display in the side-attention mode.
  • the light emission control part 34 determines whether a driver
  • priority is set in the lane change notification mode, the approaching vehicle notification mode, and the aside look attention mode that notify the occurrence of an event.
  • the priorities in the first embodiment are, in order from the highest, the look-at-attention mode, the approaching vehicle notification mode, and the lane change notification mode.
  • the reference positions RPa and RPm for displaying the light emitting spot 51 are displayed when the driving support function is activated and when the driving assistance function is not activated. Be changed.
  • Each reference position RPa, RPm defines the center position of the light emission spot 51.
  • the reference positions RPa and RPm of the light emission spot 51 are switched based on whether or not the LKA is operating among a plurality of driving support functions.
  • the reference position RPa when the LKA is operating is defined closer to the center in the width direction WD of the host vehicle A than the reference position RPm when the LKA is not operating.
  • the reference position RPm when the LKA is not operating is located above the center of the combination meter 12a arranged in front of the driver's seat 17d (see FIG. 8). That is, the reference position RPm is set in front of the driver.
  • the reference position RPa when the LKA is operating is located above the center 52c of the linear light emitting region 52 in the width direction WD, that is, above the center of the CID 12b (see FIG. 9).
  • Each light emission spot 51, 56 in the state notification mode can present the current risk level of the host vehicle A to the driver by a change in the light emission color. At the normal time when the risk level is the lowest, each of the light emission spots 51 and 56 emits green light. On the other hand, in the state of the risk level “4” having the highest risk level, each of the light emission spots 51 and 56 emits yellow light. The light emission colors of the light emission spots 51 and 56 are changed stepwise from green to yellow as the risk level increases. In addition, the display width of the light emission spot 51 in the width direction WD increases or decreases according to the risk level. Specifically, as shown in FIG.
  • the light emission spot 51 is increased along the width direction WD as the risk level is increased, and is decreased along the width direction WD as the risk level is decreased. Further, each of the light emitting spots 51 and 56 repeats a change in brightness at a cycle set by the blinking cycle setting unit 33 (see FIG. 5).
  • the light emitting spots 51 and 56 are moved along the width direction WD in accordance with the planned traveling locus after a few seconds set by the traveling locus setting unit 84 (see FIG. 3).
  • the light emission spot 51 of the linear light emitting area 52 is moved in the linear light emitting area 52 by a movement amount corresponding to the target steering amount in either the left or right direction corresponding to the target steering direction after a few seconds.
  • Each reference position RPa, RPm is moved.
  • the amount of movement of each reference position RPa, RPm is set to match the amount of movement in the width direction WD of the outer edge of the steering wheel 16 when the target steering amount is realized, for example, as schematically shown in FIG. .
  • the movement amount of the reference position RPa when the LKA is operating and the movement amount of the reference position RPm when the LKA is not operating are substantially the same.
  • the light emitting spot 56 of the annular light emitting region 57 shown in FIGS. 11 and 12 also moves along the circumferential direction by an angle corresponding to the target steering amount in either the left or right direction corresponding to the target steering direction after a few seconds. Is done.
  • the re-displayed light emission spot 51 starts moving in the right direction, which is the planned movement direction of the host vehicle A, in a shape with a tail trailing backward. And the light emission spot 51 reaches
  • the light emission spot 51 that has reached the end 52a is divided into a plurality of divided light emission spots 51s. Each divided light emission spot 51s repeats the movement in the right direction while maintaining the interval between them (FIG. 14D). Thereafter, each of the divided light emission spots 51s is stacked toward the inner side in the width direction WD at the end portion 52a. Then, an integrated light emission spot 51 is formed again at the end 52a (FIG. 14C).
  • FIG. 15 shows a display of a lane change notification mode that attracts the driver in the left direction as the destination when the host vehicle A is moved to the left adjacent lane by the driver's driving operation.
  • the light emission spot 51 once turned off is displayed again at the reference position RPm in the light emission color corresponding to the risk level (FIG. 15A).
  • the re-displayed light emission spot 51 moves to the end position EP in the left direction, which is the planned movement direction of the host vehicle A (FIG. 15B).
  • the end point position EP is located between the end 52b in the left direction and the center 52c extending toward the passenger seat 17p (see FIG. 1) in the linear light emitting region 52.
  • the end point position EP is located inside the peripheral vision range PVA (see FIG. 1). Further, the moving speed of the light emitting spot 51 is substantially constant regardless of whether the LKA is operating. In addition, the moving speed of the light emitting spot 51 is substantially the same whether the light emitting spot 51 moves to the left or the light emitting spot 51 moves to the right.
  • the light emission control mode is switched from the state notification mode to the approaching vehicle notification mode.
  • the light emission spots 51 (FIGS. 14B and 15A) redisplayed at the respective reference positions RPa and RPm have a specific light emission color regardless of the current risk level.
  • the light emission color of the light emission spot 51 flowing through the linear light emission region 52 is set to “amber (orange)” having a stronger warning image than the risk level “4”.
  • the display width of the re-displayed light emission spot 51 is a predetermined display width corresponding to the risk level “4”, for example, regardless of the current risk level.
  • FIG. 16 shows a display for improving the driver's right-handed look in the state where the LKA is not operating. If the state notification mode is switched to the side look attention mode based on the right look side information by the DSM 11, the light emission spot 51 displayed at the reference position RPm is temporarily turned off from the linear light emission region 52 (FIG. 16A). , FIG. 16B).
  • the light emission spot 51 is displayed in the portion of the linear light emission region 52 extending in the width direction WD where the driver's line of sight is directed (for example, the right end 52 a). (FIG. 16C).
  • the light emitting spot 51 is redisplayed with a specific color such as amber as in the approaching vehicle warning mode.
  • the re-displayed light emission spot 51 is moved to the reference position RPm at the center of the combination meter 12a, that is, to the front of the driver.
  • operation information related to activation and termination of LKA is acquired from the vehicle control ECU 70 (see FIG. 3), and the process proceeds to S102.
  • S102 it is determined based on the operation information acquired in S101 whether the LKA is operating. When it is determined that the LKA is operating, the process proceeds to S103.
  • S103 the reference position RPa is set at the center 52c of the linear light emitting region 52 (see FIG. 9), and the process proceeds to S105.
  • the process proceeds to S104.
  • the reference position RPm is set in front of the driver (see FIG. 8), and the process proceeds to S105.
  • S105 steering information based on the planned travel locus after several (t) seconds is acquired from the vehicle control ECU 70 (see FIG. 3), and the process proceeds to S106.
  • the target steering amount included in the steering information acquired in S105 is equal to or greater than a lower limit threshold value.
  • the lower limit threshold is defined as a value such that the movement of the light emitting spot 51 is performed only when the curve and the lane change.
  • the lower limit threshold value is set as a value that excludes the steering amount that is necessary when maintaining traveling in a lane that can be regarded as a straight line. If it is determined in S106 that the target steering amount is less than the lower limit threshold, the series of processes is terminated. On the other hand, if it is determined in S106 that the target steering amount is equal to or greater than the lower limit threshold value, the process proceeds to S107.
  • the reference positions RPa and RPm set in S103 or S104 are moved to the left and right along the width direction WD (see FIGS. 11 and 12), and a series of processing is performed. finish.
  • the value of t is a value for ensuring a time that can be overridden after the driver recognizes the movement of the reference positions RPa and RPm and determines whether or not the traveling direction is right, and is set to 3 seconds, for example. Yes.
  • the process shown in FIG. 19 is also started by the light emission control unit 34 (see FIG. 5) when the vehicle is ready to travel.
  • S121 the blinking cycle set by the blinking cycle setting unit 33 is acquired, and the process proceeds to S122.
  • S122 the latest reference position set by the reference position setting process is acquired, and the process proceeds to S123.
  • S123 the latest risk level determination result determined by the risk determination unit 32 is acquired, and the process proceeds to S124.
  • S124 the light emission color, display width, and display position of the light emission spot 51 are set or updated based on the information acquired in S121 to S123, and the process returns to S122.
  • a value set by repeating the processing of S122 to S124 is output as a command signal to the light emitting device 40 of FIG.
  • the light emitting spot 51 of the first embodiment described above is displayed at different reference positions RPa and RPm when the driving support function is activated and when the driving assistance function is not activated.
  • Such a difference in the display position of the light emission spot 51 can be surely perceived by the driver even if the linear light emission region 52 is defined in the peripheral vision range PVA of the driver. Therefore, the light-emitting device 40 can easily present information to the driver as to whether or not the driving support function is in an operating state that supports or substitutes for the driving operation.
  • the light emitting device 40 when the driving support function is in an activated state, the light emitting device 40 is operated by a vehicle-mounted system by defining the reference position RPa of the light emitting spot 51 closer to the center of the host vehicle A. Can be shown to the occupant of the host vehicle A.
  • the light emitting device 40 indicates that the driving operation is being performed by the driver by defining the reference position RPm in front of the driver seat 17d. Can be shown to the occupant.
  • the light emitting spot 51 of the first embodiment can indicate not only the operation information of the driving support function but also the risk level of the own vehicle A to the driver.
  • Such risk level information presentation is performed by the light emission spot 51 displayed in the peripheral vision range PVA of the driver, so that the driver can feel an increase or decrease in the risk level as an atmosphere.
  • the display width of the light emission spot 51 is expanded.
  • the range PVA of the driver's peripheral vision can be narrowed as the degree of ambiguity increases. Further, even if the peripheral vision range PVA does not change, the driver's consciousness with respect to the peripheral vision may be lowered. Therefore, if the light emission spot 51 is displayed larger as the risk level rises, the light emitting device 40 can surely recognize the light emission spot 51 that informs the risk level even to a driver who is in a state of randomness. It becomes possible.
  • the display width of the light emission spot 51 is reduced, so that the lowering of the risk level can be recognized and the troublesomeness for the display can be reduced.
  • the light emitting device 40 moves the light emitting spot 51 in accordance with future steering information in a few seconds.
  • the passengers of the host vehicle A including the driver can be informed in advance of the future moving direction of the host vehicle A. Therefore, the light emitting device 40 can give a driver and a passenger a sense of security by presenting information by the light emitting spot 51.
  • the switching of the reference positions RPa and RPm is preferably performed based on the operation of the LKA related to the steering function.
  • the movement of the reference positions RPa and RPm is suspended. Therefore, the situation where the driver and the passenger feel annoying the minute movement of the light emitting spot 51 to the left and right is avoided.
  • the light emitting device 40 repeatedly changes the brightness of the light emitting spot 51 in the blinking cycle based on the normal heart rate of the driver.
  • the blinking cycle of the light emitting spot 51 is maintained even when the risk level is increased.
  • the linear light emitting area 52 of the first embodiment is generally defined to be within the range PVA of the driver's peripheral vision. Therefore, the movement of the light emission spot 51 in the linear light emission region 52 can be reliably viewed by the driver. For this reason, the driver's line of sight can be appropriately guided in the direction to be noted by causing the light emission spot 51 to flow in the direction in which the driver should be careful.
  • the driver it is difficult for the driver to obtain a plurality of information from the display located in the peripheral vision range PVA. Therefore, in the first embodiment, when the light emission control mode is switched, the light emission spot 51 is once turned off, so that the risk level state notification and the event occurrence notification are clearly separated. As a result, information presentation that is easy to understand for the driver is realized.
  • the driver's line of sight can be guided to the correct position by the attraction by the light emission spot.
  • the display of the light emission spot 51 by the light emitting device 40 can not only notify the risk level but also contribute to the reduction of the risk level by encouraging the driver to take appropriate attention.
  • the second embodiment is a modification of the first embodiment.
  • the in-vehicle network 201 of the second embodiment shown in FIG. 20 is further provided with a locator 95 and a V2X communication device 96.
  • the locator 95 includes a GNSS receiver 95a, a map database 95b, an inertial sensor, and the like.
  • a GNSS (Global Navigation Satellite System) receiver 95a receives positioning signals transmitted from a plurality of artificial satellites.
  • the locator 95 measures the position of the host vehicle A by combining the positioning signal received by the GNSS receiver 95a and the measurement result of the inertial sensor.
  • the map database 95b has a storage medium that stores a large number of map information.
  • the locator 95 provides the vehicle control system 60 and the HMI system 10 through the communication bus 99 with the position information of the host vehicle A and the map information of the surroundings and the traveling direction of the host vehicle A.
  • a risk target warning mode is set as one of a plurality of light emission control modes.
  • the priority of the risk target warning mode is set to be higher than that of the aside look attention mode, approaching vehicle notification mode, and lane change notification mode.
  • the risk target warning mode when there is a risk target that the driver should pay attention to around the host vehicle A or in the traveling direction, the driver's line of sight is guided toward the risk target.
  • the information acquisition unit 31 acquires information required for switching to the risk target warning mode.
  • the information acquisition unit 31 can acquire the map information in the traveling direction provided from the locator 95.
  • the information acquisition unit 31 can acquire position information of other vehicles and pedestrians existing around the host vehicle A from the periphery monitoring ECU 91 and the V2X communication device 96.
  • the risk determination unit 32 determines the risk level of the host vehicle A based on various information collected by the information acquisition unit 31 as a risk level related to the host vehicle A, separately from the determination of the risk level based on the vagueness of the driver in the vehicle. The risk level outside the vehicle in the surroundings and the direction of travel is calculated. For example, the risk determination unit 32 can calculate a risk level for a static risk factor due to a road structure such as an intersection with poor visibility and a dynamic risk factor such as a moving object approaching the host vehicle A. . In addition, when there are a plurality of risk factors around the host vehicle A and in the traveling direction, the risk determination unit 32 can individually calculate the risk levels of the plurality of risk factors.
  • the risk determination unit 32 determines that there is a risk target based on the calculated risk level exceeding the first threshold. Further, the risk determination unit 32 determines that the risk target has disappeared based on the calculated risk level being lower than the second threshold value.
  • the first threshold is set in advance to a value having a higher risk level than the second threshold.
  • the risk level determination result by the risk determination unit 32 is acquired by the light emission control unit 34 in the second embodiment.
  • the occurrence information of the risk target generated by the risk determination unit 32 is acquired by the light emission control unit 34, and is used as a trigger for the process of switching the light emission control mode from the state notification mode to the risk target warning mode.
  • the loss information of the risk target generated by the risk determination unit 32 is acquired by the light emission control unit 34, and can be used as a trigger for the process of returning the light emission control mode from the risk target warning mode to the state notification mode.
  • the light emitting spot 51 is lit and displayed with the front of the driver as the reference position RPm in the linear light emitting region 52. (See FIGS. 22A and 23A).
  • the light emission control mode is switched from the state notification mode to the risk target warning mode as the static risk level based on the map information increases.
  • the linear light emitting region 52 is warned to warn of poor visibility on the left and right.
  • the light emission spots 51 are displayed at both ends (see FIGS. 22B and 23B).
  • the light emitting spot 51 that warns the other vehicle A1 as a risk object can move in the linear light emitting region 52 following the movement of the other vehicle A1. Specifically, when the other vehicle A1 travels from the right side to the left side in front of the host vehicle A, the light emission spot 51 moves from the vicinity of the front pillar located on the right side of the driver to the left side of the driver. It moves toward (refer FIG. 22C and FIG. 23C).
  • the light emitting spot 51 that warns the other vehicle A1 is extinguished based on the disappearance information of the risk target when the other vehicle A1 passes in front of the host vehicle A.
  • the instrument panel light emission line 41 returns to the state in which the pair of light emission spots 51 that alert the blind intersection is displayed in a light emission manner (see FIG. 22D).
  • the emission control mode is returned to the state notification mode by releasing the risk target warning mode (see FIG. 23D).
  • the combined spot of another vehicle A1 is warned by the light emitting spot 51.
  • the light emission spot is always lit by approaching an intersection or the like. Therefore, it causes the driver to get used to, and induces mistrust such as "I'm shining this time, but the car won't come.”
  • driver's overconfidence may be caused by dynamic risk-only notification. Specifically, when the risk target is not detected, the driver may make a false determination that “the car will not come because it is not shining”. In order to avoid the occurrence of such suspiciousness and overconfidence, it is desirable to implement warnings that combine two types of risks: static risks and dynamic risks.
  • the pedestrian P1 that is a risk target is visually recognized between the pair of front pillars above the linear light emitting region 52 extending in the width direction WD on the foreground visually recognized by the driver. It is a scene.
  • the instrument panel light emission line 41 causes the light emission spot 51 to emit light and display in a range located below the pedestrian P1 on the appearance of the driver in the linear light emission region 52. As a result, the light emission spot 51 becomes a display indicating the direction in which the risk target exists as viewed from the driver.
  • the scene shown in FIG. 26 is a scene in which a plurality of pedestrians Pa to Pc, which are individually determined as risk targets, are present at positions close to each other when viewed from the driver.
  • the light emission spot 51 is enlarged along the width direction WD so as to include a plurality of pedestrians Pa to Pc that are close to each other.
  • the light emission spot 51 is displayed in a light emission color corresponding to the risk level of each pedestrian Pa-Pc.
  • the driver's eyepoint IP is defined in advance in the cabin of the host vehicle A.
  • the eye point IP is a specific coordinate on the space where it is assumed that the eyes of the driver seated on the driver's seat 17d (see FIG. 1) are located.
  • the relative coordinates of the pedestrians Pa to Pc with respect to the vehicle A are acquired based on the position information obtained by the external environment recognition system 90 (see FIG. 20) or the like.
  • the light emission control unit 34 sets the size of the light emission spot 51 using the coordinates of the eye point IP, the coordinates of each pedestrian Pa to Pc, and the coordinates indicating the installation range of the linear light emission region 52. To do.
  • both ends of the light emission spot 51 in the width direction WD straddle two outermost virtual lines and extend to the outside of these two virtual lines. I'm out.
  • the virtual line from the eye point IP to the coordinates of the center of gravity intersects the center point of the light emission spot 51 in a pseudo manner. According to the expansion of the light emission spot 51 in the width direction WD, a single light emission spot 51 can alert a plurality of pedestrians Pa to Pc together on the foreground visually recognized by the driver.
  • two pedestrians Pf and Pg that are individually determined as risk targets exist in substantially the same direction as viewed from the driver, and two pedestrians from the vehicle A
  • the light emission color of the light emission spot 51 in this scene is set based on one of the two risk targets that has a higher calculated risk level. That is, the risk level of one pedestrian Pg close to the host vehicle A is selected from the two pedestrians Pf and Pg, and the emission spot 51 of the emission color corresponding to the selected risk level is linearly emitted. It is displayed in area 52.
  • the length of the light emission spot 51 is adjusted by the light emission control unit 34 (see FIG. 5) according to the direction of the risk target with respect to the traveling direction of the host vehicle A and the distance from the host vehicle A to the risk target. Specifically, even when the driver's eyepoint IP is moved forward and backward of the host vehicle A by the sliding of the driver's seat 17d, the light emission spot 51 viewed from the driver indicates the direction of the pedestrian P1 that is the maximum risk target. As described above, the size of the light emission spot 51 is defined. That is, even when the position of the driver's seat 17d (see FIG. 1) is changed in the front-rear direction of the host vehicle A, the light emission spot 51 is lit below the risk target on the foreground visually recognized by the driver. Not only the position of the light emission spot 51 but also the length of the light emission spot 51 is changed.
  • a virtual line substantially parallel to the road surface on which the vehicle A travels can be defined between the eye points IPf and IPb at the foremost position and the last position and the pedestrian P1 as the risk target.
  • the direction difference ⁇ fb generated between the two imaginary lines with the pedestrian P1 as the center is the difference in viewing direction that occurs with the difference between the eye points IPf and IPb.
  • virtual lines substantially parallel to the road surface on which the vehicle A travels can also be defined between both ends of the light emitting spot 51 and the pedestrian P1.
  • the lighting angle ⁇ lgt of the light-emitting spot 51 is set to a value larger than the direction difference ⁇ fb.
  • the center of the light emission spot 51 in the width direction WD is defined as a position where the linear light emission region 52 artificially intersects with a virtual line from the eye point IPc toward the pedestrian P1.
  • the light emission control unit 34 increases the calculated direction difference ⁇ fb and consequently the lighting angle ⁇ lgt as the risk target approaches the host vehicle A, and the light emission spot 51 Is expanded in the width direction WD. According to the adjustment of the length of the light emission spot 51, the light emission spot 51 is turned on below the risk target, and the direction of the risk target can be indicated to the driver.
  • the length of the light emission spot 51 is expanded in the width direction WD as the display position of the light emission spot 51 is moved away from the driver. That is, when the size of the risk target and the relative position with respect to the host vehicle A are substantially the same, the risk target is narrowest at the front of the driver, and gradually increases as the distance from the front along the linear light emitting region 52 increases.
  • the angle hereinafter referred to as “viewing angle”
  • the viewing angle ⁇ vis is set to about 10 °, for example.
  • the light emission control unit 34 increases the light emitting spots 51 in the width direction by increasing the number of light emitting elements to be lit as the display position of the light emitting spots 51 deviates from the front of the driver. Enlarge to WD. According to the adjustment of the length of the light emitting spot 51, the driver can be surely noticed even if the light emitting spot 51 is light-emitting and displayed on the passenger seat side that is far from the driver.
  • the same effect as in the first embodiment can be obtained, and information on whether or not the driving support function is in the operating state can be easily presented to the driver.
  • the direction in which the risk target exists is indicated to the driver by the light emission spot 51. Therefore, the instrument panel light emission line 41 can surely attract the driver toward the risk target that the driver should be careful of.
  • the light emission spot 51 of the second embodiment can move left and right following the risk target. Therefore, the instrument panel light emission line 41 can continuously guide the driver's line of sight toward a risk target with a high risk level.
  • the light emission spot when the state notification mode is changed to another light emission control mode, the light emission spot is once turned off before the movement starts.
  • the sub light emission spot having a light emission color different from that of the main light emission spot can be superimposed and displayed on the main light emission spot while the main light emission spot for notifying the state is displayed at the reference position. It can.
  • the instrument panel light emission line can guide the driver's line of sight by moving the sub light emission spot to either the left or right.
  • the type of light emission control mode set in the light emitting device can be changed as appropriate.
  • the priority of each light emission control mode may be changed as appropriate.
  • both the light emitting color and the display width are changed according to the risk level.
  • the emission color associated with the risk level is not limited to the color range from green to red as in the above embodiment.
  • the light emission spot may change only one of the emission color and the display width according to the risk level.
  • the light-emitting spot can be enlarged in a left-right asymmetric manner and have a shape that extends more to the left of the reference position than to the right of the reference position.
  • the light emission spot 51 of the linear light emission region 52 and the light emission spot 56 of the annular light emission region 57 are matched to each other.
  • each light emission spot can emit light with different emission colors.
  • the change in brightness of each light emitting spot can be synchronized with each other.
  • each light emitting spot may repeat a change in brightness at a different period.
  • the information presentation in which the instrument panel light emission line 41 and the steer light emission ring 42 are synchronized is realized. However, by omitting the steer light emission ring 42, the operation of the driving support device is performed by the instrument panel light emission line 41 alone. Information can be presented to the occupant.
  • the light emission spot 56 of the annular light emission region 57 is turned off so as not to prevent the driver's attraction.
  • the light emission spot of the steering can be turned on.
  • the instrument panel light emission line 41 has a linear light emitting region 52 extending in the horizontal direction above the combination meter 12a and the CID 12b.
  • the shape and arrangement of such a “light emitting region” can be changed as appropriate. For example, as long as the linear light-emitting region extends so as to straddle each center of the combination meter and the CID, the end may not reach the root of each pillar.
  • the linear light emitting region can be disposed, for example, below the combination meter and the CID.
  • the instrument panel light emission line is a “light emission display part” that allows the driver to visually recognize the light emission spot formed as a virtual image by reflecting the emitted light projected on the lower edge part of the windshield at the lower edge part. May be. With such a configuration, the “light emitting area” is defined at the lower edge of the windshield. Further, the instrument panel light emission line can be formed with a plurality of linear light emission regions on the instrument panel.
  • an instrument panel light emission line for displaying a movable light emission spot may be realized by using a self-luminous panel such as an organic EL formed in a band shape instead of the configuration of the light emitting diode.
  • the driving support device when the driving support device is not operating” corresponds to the operating state of the LKA, and “when the driving support device is operating” corresponds to the stopped state of the LKA.
  • the reference position is switched based on whether or not the LKA is operating.
  • the driving support function used as a trigger for switching the reference position is not limited to the above LKA. The switching of the reference position may be performed based on the operation and stop of various functions that can be exhibited by the “driving support device”.
  • the reference position may be switched when an automatic lane change, an automatic overtaking, or the like is further operated under the LKA operating state.
  • the reference position may be switched based on the operation of the ACC.
  • the reference position may be switched when a fully automatic operation in which all control is always performed by an on-board automatic operation system is activated.
  • the moving speeds of the light emitting spots to the left and right are aligned with each other.
  • the moving speed of the light emitting spot can be changed as appropriate.
  • the moving speed of the light emission spot is set to the fastest speed within a speed range that can be recognized as movement by the driver.
  • the movement speed of the light emission spot in the right direction and the movement speed in the left direction may be different from each other.
  • the moving speed of the light emitting spot may be different between when the driving support function is activated and when it is not activated.
  • the light emission spot that flows leftward from the reference position RPm during manual operation may continue to move until reaching the end 52b without ending the movement at the end point position EP.
  • the light emitting spot in the above embodiment periodically blinks to change the brightness.
  • the light emitting spot may be turned off.
  • the brightness change of the light emission spot may be realized by changing the hue (lightness) of the emission color in addition to or in place of the brightness change.
  • the light emission spot may be a display that periodically expands and contracts in the width direction WD.
  • the light emitting spot in the above embodiment presents information such as the operating state and risk level of the driving support function to the driver.
  • the information presented by the light emitting spot is not limited to such information.
  • the instrument panel light emission line can light a light emission spot for eye catching.
  • an indicator is displayed on the combination meter, the HUD device and the like together with the eye catch by the light emission spot.
  • the light emission color of the light emission spot is matched with the display color of the indicator, and is a color that is easily noticed by the driver, such as blue and red.
  • the above embodiment includes a light emitting device mounted on a right-hand drive vehicle.
  • a mode provided with a light emitting device mounted on a left-hand drive vehicle is naturally an embodiment.
  • the driver's line of sight is guided to the front by the light emitting spot that moves to the center of the combination meter regardless of whether the driving support function (device) is operating.
  • the driver's line of sight can be guided to the reference position RPa in the center of the CID.
  • the end point position of the invitation that corrects the side look can be changed according to the operation of the driving support function, similarly to the reference position.
  • the end point position can be set to substantially the same position as the reference position.
  • the end point position in the look-ahead notification mode may be set in a direction in which the driver's line of sight is desired.
  • the length of the light emission spot 51 is changed by a plurality of adjustment methods.
  • these adjustment methods may be omitted as appropriate.
  • the tracking of the light emission spot to the risk target may not be performed, for example, when there are a large number of risk targets to be warned.
  • the driver's vagueness is used to determine the internal risk level.
  • the internal risk level determination method can be changed as appropriate.
  • the risk determination unit may determine the risk level of the driver based on the degree of sleepiness of the driver, the fluctuation of the behavior of the own vehicle A, information on other vehicles traveling around the own vehicle A, and the like. it can.
  • the functions provided by the processors 21 and 22 of the control circuit 20a can be provided by hardware and software different from those described above, or a combination thereof.
  • part or all of the reference position setting process and the light emission mode setting process can be executed by the control circuit of the light emitting device or the control circuit of the vehicle control ECU.

Abstract

L'invention concerne un appareil de présentation d'informations. Un dispositif électroluminescent (40) et un HCU (100) sont montés sur un véhicule (A) en association avec un dispositif comprenant une fonction d'assistance au conducteur qui facilite des opérations de conduite exécutées par un conducteur ou qui effectue des opérations de conduite à la place du conducteur. Le dispositif électroluminescent est agencé dans un tableau de bord (19) du véhicule (A) et affiche au moins un point électroluminescent (51) dans une zone électroluminescente linéaire (52) prédéterminée de manière à s'étendre dans le sens de la largeur (WD) du véhicule. Le HCU obtient des informations d'action pour la fonction de prise en charge de fonctionnement et, sur la base de ces informations d'action, commande l'état électroluminescent d'un point électroluminescent à l'intérieur de la zone électroluminescente linéaire. Le HCU modifie une position de référence au niveau de laquelle le point électroluminescent est affiché lorsque la fonction d'assistance à la conduite est en train de fonctionner et lorsque la fonction d'assistance à la conduite n'est pas en train de fonctionner.
PCT/JP2016/001815 2015-04-03 2016-03-29 Appareil de présentation d'informations WO2016157891A1 (fr)

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US15/561,932 US20180118109A1 (en) 2015-04-03 2016-03-29 Information presentation apparatus
CN201680019573.6A CN107428299A (zh) 2015-04-03 2016-03-29 信息提示装置

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JP2015077088 2015-04-03
JP2015-077088 2015-04-03
JP2016048660A JP6319349B2 (ja) 2015-04-03 2016-03-11 情報提示装置
JP2016-048660 2016-03-11

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CN110709272B (zh) * 2017-06-02 2022-10-25 本田技研工业株式会社 车辆控制系统、车辆控制方法及存储介质
CN115512566A (zh) * 2021-06-22 2022-12-23 本田技研工业株式会社 控制装置、移动体、控制方法和终端

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