U.S. patent application number 15/561932 was filed with the patent office on 2018-05-03 for information presentation apparatus.
The applicant listed for this patent is DENSO CORPORATION. Invention is credited to Yuki FUJISAWA, Akihiro HAYASHI, Akira KAMIYA, Takeshi KAWASHIMA, Yuta MATSUMOTO, Takuya MORI, Ifushi SHIMONOMOTO, Mitsuo TAMAGAKI, Hiroaki TANAKA.
Application Number | 20180118109 15/561932 |
Document ID | / |
Family ID | 57357329 |
Filed Date | 2018-05-03 |
United States Patent
Application |
20180118109 |
Kind Code |
A1 |
FUJISAWA; Yuki ; et
al. |
May 3, 2018 |
INFORMATION PRESENTATION APPARATUS
Abstract
An information presentation apparatus is provided. A light
emission device (40) and a HCU (100) are mounted on a vehicle A
together with a device having a driving assist function for
assisting a driving operation of a driver or taking a wheel. The
light emission device is arranged on an instrument panel of the
vehicle (A), and displays at least one light emission spot (51) in
a linear light emission area (52) arranged to extend in a width
direction (WD) of the vehicle. The HCU acquires operation
information about the driving assist function, and controls a light
emission mode of the light emission spot in the linear light
emission area based on the operation information. The HCU switches
a reference position, at which the light emission spot is
displayed, between a case where the driving assist function is in
operation and a case where the driving assist function is not in
operation.
Inventors: |
FUJISAWA; Yuki;
(Kariya-city, Aichi-pref., JP) ; TANAKA; Hiroaki;
(Kariya-city, Aichi-pref., JP) ; SHIMONOMOTO; Ifushi;
(Kariya-city, Aichi-pref., JP) ; TAMAGAKI; Mitsuo;
(Kariya-city, Aichi-pref., JP) ; MORI; Takuya;
(Kariya-city, Aichi-pref., JP) ; KAMIYA; Akira;
(Kariya-city, Aichi-pref., JP) ; KAWASHIMA; Takeshi;
(Kariya-city, Aichi-pref., JP) ; MATSUMOTO; Yuta;
(Kariya-city, Aichi-pref., JP) ; HAYASHI; Akihiro;
(Kariya-city, Aichi-pref., JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
DENSO CORPORATION |
Kariya-city, Aichi-pref. |
|
JP |
|
|
Family ID: |
57357329 |
Appl. No.: |
15/561932 |
Filed: |
March 29, 2016 |
PCT Filed: |
March 29, 2016 |
PCT NO: |
PCT/JP2016/001815 |
371 Date: |
September 26, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B62D 15/0255 20130101;
B60W 40/08 20130101; B62D 15/029 20130101; B60K 2370/338 20190501;
B60Q 3/78 20170201; G02B 27/01 20130101; G08G 1/166 20130101; B60W
2554/00 20200201; G08G 1/165 20130101; B60Q 3/18 20170201; B60Q
9/008 20130101; B60R 16/02 20130101; B60K 2370/178 20190501; B62D
15/021 20130101; B60K 37/00 20130101; B60W 30/08 20130101; B60W
40/04 20130101; B60Q 3/54 20170201; B62D 15/025 20130101; G08G
1/0962 20130101; B60K 35/00 20130101; G02B 2027/0141 20130101; B60W
50/14 20130101; B60W 2040/0872 20130101; B60W 2540/18 20130101;
B60K 2370/194 20190501; B60W 30/12 20130101 |
International
Class: |
B60Q 9/00 20060101
B60Q009/00; B62D 15/02 20060101 B62D015/02; B60Q 3/18 20060101
B60Q003/18; B60W 40/08 20060101 B60W040/08 |
Foreign Application Data
Date |
Code |
Application Number |
Apr 3, 2015 |
JP |
2015-077088 |
Mar 11, 2016 |
JP |
2016-048660 |
Claims
1.-23. (canceled)
24. An information presentation apparatus that is mounted on a
vehicle together with a driving assist device for assisting a
driving operation of a driver or taking a wheel, and presents
information about the vehicle to the driver, the information
presentation apparatus comprising: an information acquisition unit
that acquires operation information about the driving assist
device; a light emission display unit that is disposed on an
instrument panel of the vehicle, and displays at least one light
emission spot in a light emission area arranged to extend in a
width direction of the vehicle; a light emission control unit that
controls a light emission mode of the light emission spot in the
light emission area based on the operation information acquired by
the information acquisition unit; and a risk determination unit
that determines whether a risk target, to which the driver should
pay attention, is disposed around the vehicle or in a traveling
direction of the vehicle, wherein: the light emission control unit
switches a reference position, at which the light emission spot is
displayed, between a case where the driving assist device is in
operation and a case where the driving assist device is not in
operation; when the risk target is disposed, the light emission
control unit displays the light emission spot in the light emission
area to indicate a direction to which the risk target is disposed
as viewed from the driver; and the light emission control unit sets
a size of the light emission spot to indicate the direction of the
risk target as viewed from the driver when an eye point of the
driver shifts frontward or rearward with respect to the
vehicle.
25. The information presentation apparatus according to claim 24,
wherein: the light emission control unit enlarges the light
emission spot as a display position of the light emission spot
shifts away from the driver.
26. An information presentation apparatus that is mounted on a
vehicle together with a driving assist device for assisting a
driving operation of a driver or taking a wheel, and presents
information about the vehicle to the driver, the information
presentation apparatus comprising: an information acquisition unit
that acquires operation information about the driving assist
device; a light emission display unit that is disposed on an
instrument panel of the vehicle, and displays at least one light
emission spot in a light emission area arranged to extend in a
width direction of the vehicle; and a light emission control unit
that controls a light emission mode of the light emission spot in
the light emission area based on the operation information acquired
by the information acquisition unit, wherein: the light emission
control unit switches a reference position, at which the light
emission spot is displayed, between a case where the driving assist
device is in operation and a case where the driving assist device
is not in operation; and the light emission control unit enlarges
the light emission spot as a display position of the light emission
spot shifts away from the driver.
27. The information presentation apparatus according to claim 26,
further comprising: a risk determination unit that determines
whether a risk target, to which the driver should pay attention, is
disposed around the vehicle or in a traveling direction of the
vehicle, wherein: when the risk target is disposed, the light
emission control unit displays the light emission spot in the light
emission area to indicate a direction to which the risk target is
disposed as viewed from the driver.
28. The information presentation apparatus according to claim 27,
wherein: the light emission control unit shifts a position of the
light emission spot in the light emission area to follow a relative
positional change of the risk target with respect to the
vehicle.
29. The information presentation apparatus according to claim 27,
wherein: when a plurality of risk targets are disposed in a
predetermined range, the light emission control unit shows the
driver a direction, in which the plurality of risk targets are
collectively disposed, by enlarging the light emission spot in a
width direction of the vehicle and by displaying the light emission
spot in the light emission area.
30. The information presentation apparatus according to claim 27,
wherein: the risk determination unit calculates a risk level of
each risk target detected around the vehicle or in the traveling
direction of the vehicle; and when the risk determination unit
determines that a plurality of risk targets are disposed, the light
emission control unit selects one of the plurality of risk targets
having a highest risk level as a highest risk target, and displays
the light emission spot in the light emission area to indicate a
direction to which the highest risk target is disposed as viewed
from the driver.
31. The information presentation apparatus according to claim 27,
further comprising: an audio control unit that warns the driver
about a presence of the risk target by outputting a sound from an
audio reproduction device when the direction, to which the risk
target is disposed as viewed from the driver, is out of an
extension range of the light emission area.
32. The information presentation apparatus according to claim 26,
wherein: the light emission control unit sets the reference
position in a case where the driving assist device is in operation
to be closer to a center of the vehicle in the width direction than
the reference position in a case where the driving assist device is
not in operation.
33. The information presentation apparatus according to claim 26,
wherein: the light emission control unit sets the reference
position in a case where the driving assist device is not in
operation to be in front of a driver's seat (17d) on which the
driver sits down.
34. The information presentation apparatus according to claim 26,
wherein: the information acquisition unit further acquires a
determination result indicative of a risk level of the vehicle; and
the light emission control unit changes an emission color of the
light emission spot in accordance with the risk level.
35. The information presentation apparatus according to claim 26,
wherein: the information acquisition unit further acquires a
determination result indicative of a risk level of the vehicle; and
the light emission control unit changes a size of the light
emission spot in accordance with the risk level.
36. The information presentation apparatus according to claim 35,
wherein: the information acquisition unit further acquires a
determination result of the risk level based on a careless state of
the driver; and the light emission control unit enlarges and
displays the light emission spot as the risk level increases.
37. The information presentation apparatus according to claim 35,
wherein: the information acquisition unit further acquires a
determination result of the risk level based on a careless state of
the driver; and the light emission control unit reduces and
displays the light emission spot as the risk level decreases.
38. The information presentation apparatus according to claim 26,
wherein: the driving assist device has at least a steering function
for assisting a steering operation of the driver or taking a
steering operation among a plurality of driving operations
performed by the driver; and the light emission control unit
changes the reference position based on whether the steering
function of the driving assist device is in operation.
39. The information presentation apparatus according to claim 26,
wherein: the information acquisition unit further acquires steering
information indicative of a target steering direction in which an
expected traveling track of the vehicle is realized; and the light
emission control unit shifts the reference position of the light
emission spot in a direction corresponding to the target steering
direction.
40. The information presentation apparatus according to claim 39,
wherein: the information acquisition unit further acquires a target
steering amount to the target steering direction as the steering
information; and the light emission control unit suspends to shift
the reference position when the target steering amount is smaller
than a lower limit threshold.
41. The information presentation apparatus according to claim 26,
wherein: the light emission control unit repeatedly changes a
brightness of the light emission spot in a cycle corresponding to a
heart rate or a pulse rate of the driver in a normal state.
42. The information presentation apparatus according to claim 26,
wherein: the information acquisition unit further acquires
occurrence information of an event, to which the driver should pay
attention in a right side or a left side of the vehicle; and the
light emission control unit shifts the light emission spot from the
reference position toward the direction of the right side or the
left side, to which the driver should pay attention, based on the
occurrence information of the event.
43. The information presentation apparatus according to claim 42,
wherein: the light emission control unit temporarily turns off the
light emission spot before starting to shift the light emission
spot.
44. The information presentation apparatus according to claim 42,
wherein: the light emission control unit shifts the light emission
spot substantially at a same speed in both a case where the driving
assist device is in operation and a case where the driving assist
device is not in operation.
45. The information presentation apparatus according to claim 42,
wherein: the light emission control unit finish shifting the light
emission spot at a position closer to the reference position than
an end of the light emission area that extends toward an assistant
driver's seat of the vehicle.
46. The information presentation apparatus according to claim 26,
wherein: the information acquisition unit further acquires
inattentive driving information indicating that the driver looks
aside; and based on the inattentive driving information, the light
emission control unit shifts the light emission spot from a right
side or a left side, to which the driver looks aside, toward a
front of a driver's seat on which the driver sits down.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is based on Japanese Patent Applications
No. 2015-77088 filed on Apr. 3, 2015, and No. 2016-48660 filed on
Mar. 11, 2016, the disclosures of which are incorporated herein by
reference.
TECHNICAL FIELD
[0002] The present disclosure relates to an information
presentation apparatus which presents vehicle information to a
driver.
BACKGROUND ART
[0003] For example, an information presentation apparatus disclosed
in Patent Literature 1 includes a light emission unit disposed on
an instrument panel of a vehicle. The light emission unit is
constituted by a plurality of light emitting elements aligned in a
line in a width direction of the vehicle. The information
presentation apparatus presents information to a driver by
controlling a light emission mode of the light emission unit in
accordance with acquired information.
PRIOR ART LITERATURES
Patent Literature
[0004] Patent Literature 1: JP-2014-240229-A
SUMMARY OF INVENTION
[0005] In recent years, there has been provided a driving assist
device on a vehicle to assist or substitute for driving operation
performed by a driver. It has been demanded that an information
presentation apparatus mounted on the vehicle in conjunction with
the driving assist device presents information, which indicates
whether assist or substitute for driving operation has been
executed by the driving assist device, in a manner easily
recognizable for the driver. While guidance of a visual line of the
driver toward the information presentation apparatus has been
disclosed in Patent Literature 1, no disclosure about presentation
of information indicating the operation of the driving assist
device has been given from this reference.
[0006] In view of the above points, it is an object of the present
disclosure to provide an information presentation apparatus capable
of presenting information, which indicates whether a driving assist
device is in an operative state, to a driver in a manner easily
recognizable for the driver.
[0007] According to an aspect of the present disclosure, an
information presentation apparatus is mounted on a vehicle together
with a driving assist device for assisting a driving operation of a
driver or taking a wheel, and presents information about the
vehicle to the driver. The information presentation apparatus
includes: an information acquisition unit that acquires operation
information about the driving assist device; a light emission
display unit that is disposed on an instrument panel of the
vehicle, and displays at least one light emission spot in a light
emission area arranged to extend in a width direction of the
vehicle; and a light emission control unit that controls a light
emission mode of the light emission spot in the light emission area
based on the operation information acquired by the information
acquisition unit. The light emission control unit switches a
reference position, at which the light emission spot is displayed,
between a case where the driving assist device is in operation and
a case where the driving assist device is not in operation.
[0008] According to the information presentation apparatus, the
reference position at which the light emission spot is displayed in
the operative state of the driving assist device is different from
the reference position at which the light emission spot is
displayed in the inoperative state of the driving assist device.
This difference between the display positions of the light emission
spot is securely perceivable by the driver even when the light
emission area is defined in a peripheral vision range of the
driver. Accordingly, the information presentation apparatus is
capable of presenting information indicating whether the driving
assist device is in the operative state for assisting or
substituting for the driving operation in such a manner that the
information is easily recognizable for the driver.
BRIEF DESCRIPTION OF DRAWINGS
[0009] The above and other objects, features and advantages of the
present disclosure will become more apparent from the following
detailed description made with reference to the accompanying
drawings. In the drawings:
[0010] FIG. 1 is a view illustrating a layout of a driver's seat
and its surroundings in a self-vehicle;
[0011] FIG. 2 is a block diagram showing a general configuration of
a vehicle onboard network according to a first embodiment;
[0012] FIG. 3 is a diagram showing function blocks constituted in a
control circuit of a vehicle control ECU;
[0013] FIG. 4 is a block diagram showing a configuration of a light
emission device;
[0014] FIG. 5 is a diagram showing function blocks constituted in a
control circuit of an HCU;
[0015] FIG. 6 is a graph showing a transition of brightness
variations repeated in a light emission spot;
[0016] FIG. 7 is a state transition chart showing details of
transitions of light emission control modes of the light emission
device;
[0017] FIG. 8 is a view illustrating display of light emission
spots during manual driving;
[0018] FIG. 9 is a view illustrating display of the light emission
spots during LKA operation;
[0019] FIG. 10 is a view illustrating the light emission spots each
of which has a longer display width with a rise of a risk
level;
[0020] FIG. 11 is a view illustrating the light emission spots
whose reference positions have been shifted to show an expected
traveling track of the self-vehicle during manual driving;
[0021] FIG. 12 is a view illustrating the light emission spots
whose reference positions have been shifted to show an expected
traveling track of the self-vehicle during LKA operation;
[0022] FIG. 13 is a view illustrating uniform shift amounts of the
reference positions during LKA operation and manual driving;
[0023] FIG. 14 is a view illustrating a series of display for
guiding a visual line of a driver toward the right during LKA
operation;
[0024] FIG. 15 is a view illustrating a series of display for
guiding the visual line of the driver toward the left during manual
driving;
[0025] FIG. 16 is a view illustrating a series of display for
guiding the visual line of the driver in a rightward looking-aside
state toward the front during manual driving;
[0026] FIG. 17 is a view illustrating a series of display for
guiding the visual line of the driver in a leftward looking-aside
state toward the front during LKA operation;
[0027] FIG. 18 is a flowchart showing a reference position setting
process;
[0028] FIG. 19 is a flowchart showing a light emission mode setting
process;
[0029] FIG. 20 is a block diagram showing a general configuration
of a vehicle onboard network according to a second embodiment;
[0030] FIG. 21 is a state transition chart showing details of
transitions of light emission control modes in the second
embodiment;
[0031] FIG. 22 is a view sequentially illustrating operations of an
instrument panel light emission line in a risk target warning
mode;
[0032] FIG. 23 is a view illustrating a modified example of FIG.
22;
[0033] FIG. 24 is a view illustrating a light emission mode in a
scene where a risk target is present inside front pillars;
[0034] FIG. 25 is a view illustrating a light emission mode in a
scene where a risk target is present outside the front pillars;
[0035] FIG. 26 is a view illustrating a light emission mode in a
scene where a plurality of risk targets are located close to each
other;
[0036] FIG. 27 is a view illustrating a light emission mode in a
scene where a plurality of risk targets are located away from each
other;
[0037] FIG. 28 is a view illustrating a light emission mode in a
scene where a plurality of risk targets are present in a particular
direction at different distances from the self-vehicle;
[0038] FIG. 29 is a view illustrating a method for setting the
length of the light emission spot; and
[0039] FIG. 30 is a view illustrating a method for setting the
length of the light emission spot.
EMBODIMENTS FOR CARRYING OUT INVENTION
[0040] A plurality of embodiments are hereinafter described with
reference to the drawings. Equivalent elements in the respective
embodiments are given identical reference numbers to omit some
repeated description. When configurations are only partially
described in the respective embodiments, the remaining parts not
described may be understood from the corresponding configurations
of the other embodiments already described. In addition, in
combining configurations described in the plurality of embodiments,
not only combinations explicitly described in the respective
embodiments, but also partial combinations not explicitly described
may be made as long as no problem particularly occurs. It is
assumed that not explicit combinations of the configurations
included in the plurality of embodiments and modified examples have
been similarly disclosed in the following description.
First Embodiment
[0041] As illustrated in FIGS. 1 and 2, a human machine interface
(HMI) control unit (HCU) 100 according to a first embodiment is an
electronic device mounted on a self-vehicle A. The HCU 100
constitutes one of a plurality of nodes included in a vehicle
onboard network 1. The vehicle onboard network 1 is configured by
an external recognition system 90, a vehicle control system 60, a
wearable communicator 97, an HMI system 10, a communication bus 99
to which these components are connected, and others.
[0042] The external recognition system 90 includes external sensors
such as a front camera unit 92 and radar units 93 and 94, and a
peripheral monitoring electronic control unit (ECU) 91. The
external recognition system 90 detects moving objects such as
pedestrians, animals other than humans, bicycles, motorcycles, and
other vehicles, and further detects stationary objects such as
falling objects on roads, traffic signals, guard rails, curbs, road
signs, road markings, mark lanes, and trees. The external
recognition system 90 may include an external sensor such as a
laser imaging detection and ranging (LIDAR), sound navigation and
ranging (SONAR), in addition to the units 92 to 94.
[0043] The front camera unit 92 is a monocular or compound-eye
camera provided in the vicinity of a back mirror of the
self-vehicle A, for example. The front camera unit 92 faces in a
traveling direction of the self-vehicle A, and is capable of
imaging a range of approximately 80 meters from the self-vehicle A
at a horizontal viewing angle of approximately 45 degrees, for
example. The front camera unit 92 sequentially outputs data
indicating a captured image of a moving object or a stationary
object to the peripheral monitoring ECU 91.
[0044] The radar unit 93 is provided on a front portion of the
self-vehicle A, for example. The radar unit 93 emits millimeter
waves in a band of 77 GHz in the traveling direction of the
self-vehicle A from a transmission antenna. The radar unit 93
receives, via a reception antenna, millimeter waves reflected on a
moving object, a stationary object, or the like present in the
traveling direction. The radar unit 93 scans a range of
approximately 60 meters from the self-vehicle A at a horizontal
scanning angle of approximately 55 degrees, for example. The radar
unit 93 sequentially outputs a scanning result Indicating a
reception signal to the peripheral monitoring ECU 91.
[0045] The radar units 94 are provided on a left and a right part
of a rear portion of the self-vehicle A, respectively, for example.
Each of the radar units 94 emits near millimeter waves in a band of
24 GHz from a transmission antenna toward the rear side of the
self-vehicle A. Each of the radar units 94 receives, via a
reception antenna, near millimeter waves reflected on a moving
object, a stationary object, and the like present on the rear side.
Each of the radar units 94 scans a range of approximately 30 meters
from the self-vehicle A at a horizontal scanning angle of
approximately 120 degrees, for example. Each of the radar units 94
sequentially outputs a scanning result based on a reception signal
to the peripheral monitoring ECU 91.
[0046] The peripheral monitoring ECU 91 is mainly configured by a
microcomputer including a processor and a memory. The peripheral
monitoring ECU 91 is communicatively connected to the front camera
unit 92, the radar units 93 and 94, and the communication bus 99.
The peripheral monitoring ECU 91 combines items of information
acquired from the respective units 92 and 93 to detect relative
positions or the like of a moving object and a stationary object
present in the traveling direction (hereinafter referred to as
"detection objects"). The peripheral monitoring ECU 91 further
detects relative positions or the like of detection objects present
on the rear side based on information acquired from the radar units
94. The peripheral monitoring ECU 91 outputs monitoring information
which includes relative position information indicating relative
positions of vehicles traveling ahead and parallel around the
self-vehicle A, and shape information indicating shapes of mark
lanes in the traveling direction of the self-vehicle A, and others
to the communication bus 99.
[0047] The vehicle control system 60 includes detection sensors
that detect a driving operation, such as an accelerator position
sensor 61, a brake pedal force sensor 62, and a steering torque
sensor 63. The vehicle control system 60 further includes traveling
control devices such as an electronic control throttle 66, a brake
actuator 67, and an electric power steering (EPS) motor 68, and
Includes a vehicle control ECU 70. The vehicle control system 60
controls traveling of the self-vehicle A, based on a driving
operation by a driver, monitoring information acquired by the
external recognition system 90, and others.
[0048] The accelerator position sensor 61 detects a depression
amount of an accelerator pedal depressed by the driver, and outputs
the detected amount to the vehicle control ECU 70. The brake pedal
force sensor 62 detects a force applied to the brake pedal by the
driver, and outputs the detected force to the vehicle control ECU
70. The steering torque sensor 63 detects steering torque applied
to a steering wheel (hereinafter referred to as steering) 16 by the
driver, and outputs the detected steering torque to the vehicle
control ECU 70.
[0049] The electronic control throttle 66 controls a throttle
position, based on a control signal output from the vehicle control
ECU 70. The brake actuator 67 controls a braking force generated by
brake pressure in accordance with a control signal of the vehicle
control ECU 70, and applied to wheels. The EPS motor 68 controls
steering force and steering retention force applied to a steering
mechanism in accordance with control signals output from the
vehicle control ECU 70.
[0050] The vehicle control ECU 70 is constituted by one or a
plurality of units selected from a power unit control ECU, a brake
control ECU, an integration control ECU, and others. The vehicle
control ECU 70 includes at least the integration control ECU. A
control circuit 70a of the vehicle control ECU 70 includes a
processor 71, a rewritable non-volatile memory 73, an input/output
interface 74 through which information is input or output, and a
bus for connecting these components, for example. The vehicle
control ECU 70 is connected to the sensors 61 to 63 and traveling
control devices. The vehicle control ECU 70 receives detection
signals output from the respective sensors 61 to 63, and outputs
control signals to the respective traveling control devices. The
vehicle control ECU 70 is further connected to the communication
bus 99 to communicate with the HCU 100 and the peripheral
monitoring ECU 91.
[0051] The vehicle control ECU 70 performs a plurality of driving
assist functions for controlling a driving force, a braking force,
a steering force, and the like of the self-vehicle A to assist or
substitute for a driving operation performed by the driver. As
shown in FIG. 3, the vehicle control ECU 70 constitutes a plurality
of function blocks (81 to 84) for realizing the driving assist
functions under vehicle control programs stored in the memory 73
and executed by the processor 71. The vehicle control ECU 70 is
capable of outputting, to the communication bus 99, operation
information about the driving assist functions performed by the
respective function blocks.
[0052] An adaptive cruise control (ACC) function unit 81 adjusts a
driving force and a braking force, based on monitoring information
acquired from the peripheral monitoring ECU 91 and indicating
information about a vehicle traveling ahead to realize an ACC
function for controlling a traveling speed of the self-vehicle A
(see FIG. 1). The ACC assists or substitutes for an
acceleration/deceleration operation Included in a plurality of
driving operations performed by the driver. The ACC function unit
81 drives the self-vehicle A at a target speed set by the driver in
a state that no vehicle traveling ahead is detected. In a state
that a vehicle traveling ahead is detected, however, the ACC
function unit 81 controls traveling of the self-vehicle A such that
the self-vehicle A follows the vehicle traveling ahead with a
constant distance kept between the self-vehicle A and the vehicle
traveling ahead.
[0053] A lane keeping assist (LKA) function unit 82 adjusts a
steering force to realize a LKA function for controlling a steering
angle of the steering wheel of the self-vehicle A (see FIG. 1). The
LKA assists or substitutes for steering included in a plurality of
driving operations performed by the driver.
[0054] The LKA function unit 82 generates a steering force in a
direction preventing approach toward a mark lane to maintain the
self-vehicle A within a traveling lane and allow the self-vehicle A
to travel along the lane.
[0055] A lane change assist (LCA) function unit 83 realizes an
automatic lane change function for shifting the self-vehicle A (see
FIG. 1) from current traveling lane to adjacent lane. The automatic
lane change is realizable during operation of the LKA, and assists
or substitutes for steering by the driver similarly to the LKA. The
LCA function unit 83 shifts the self-vehicle A to an adjacent lane
by generating a steering force in a direction toward an adjacent
lane in a state that a lane change is allowable.
[0056] A traveling track setting unit 84 calculates an expected
traveling track of the self-vehicle A, based on shape information
indicating a mark lane in the traveling direction and acquired from
the peripheral monitoring ECU 91. The traveling track setting unit
84 calculates a target steering direction and a target steering
amount appropriate for the self-vehicle to travel along the
expected traveling track. The LKA function unit 82 and the LCA
function unit 83 control steering based on the target steering
direction and the target steering amount calculated by the
traveling track setting unit 84. The traveling track setting unit
84 is capable of outputting steering information indicating the
target steering direction and the target steering amount to the
communication bus 99. The traveling track setting unit 84 is
capable of calculating the steering information and outputs the
steering information to the communication bus 99 even in a state
that the LKA function unit 82 and the LCA function unit 83 are not
operating.
[0057] The wearable communicator 97 illustrated in FIGS. 1 and 2 is
mounted on the self-vehicle A, and communicatively connected to the
communication bus 99. The wearable communicator 97 includes an
antenna for realizing wireless communication. The wearable
communicator 97 is capable of wirelessly communicating with a
wearable device 110 present in an interior of the self-vehicle A
via a wireless local area network (LAN) and Bluetooth (registered
trademark), for example. The wearable device 110 is attached to a
part of the body of the driver, such as the head, an ear, a wrist,
a fingertip, and the neck. The wearable device 110 acquires
biological information about the driver, such as a pulse rate, a
heart rate, a body temperature, and blood pressure, and outputs the
acquired biological information to the vehicle onboard network
1.
[0058] The HMI system 10 includes operation devices such as a
direction Indicator lever 15, and a driver status monitor (DSM) 11
in addition to the HCU 100 described above. The HMI system 10
further includes a plurality of display devices such as a head-up
display (HUD) 14, a combination meter 12a, a center information
display (CID) 12b, and a light emission device 40. The HMI system
10 presents information to occupants of the self-vehicle A, such as
the driver sitting on a driver's seat 17d.
[0059] The direction indicator lever 15 is provided on a column
portion supporting the steering 16. A direction indicator is
operated in accordance with an operation input to the direction
indicator lever 15 from the driver. The direction indicator lever
15 outputs an operation signal indicating input by the driver to
the HCU 100.
[0060] The DSM 11 includes a near infrared light source and a near
infrared camera, and a control unit that controls these components.
The DSM 11 is provided on an upper surface of an instrument panel
19 in such a position that the near infrared camera faces the
driver's seat 17d. The DSM 11 captures, via the infrared camera, an
image of the face of the driver illuminated by infrared light
emitted from the near infrared light source. An image captured by
the infrared camera is analyzed by the control unit. The control
unit extracts the direction of the face, and the opening degrees of
the eyes of the driver from the captured image, for example.
[0061] The DSM 11 obtains face direction information indicating a
face direction of the driver, based on analysis by the control
unit, and outputs the face direction information to the HCU 100.
The DSM 11 further outputs driver looking-aside information to the
HCU 100 when determining that the driver is looking aside rather
than front. The DSM 11 is capable of further outputting driver
drowsy information to the HCU 100 when determining that the driver
is in a drowsy driving state with the eyes closed.
[0062] The HCU 100 is connected to operation devices, the DSM 11,
and display devices, for example. The HCU 100 acquires operation
signals output from the operation devices, and information output
from the DSM 11. The HCU 100 outputs control signals to the
respective display devices to control display by the display
devices. A control circuit 20a of the HCU 100 includes a main
processor 21, an image drawing processor 22, a rewritable
non-volatile memory 23, an input/output interface 24 through which
information is input and output, and a bus connecting these
components.
[0063] The HUD device 14 acquires data from the HCU 100, and
projects light of an image of the data to a projection area 14a
defined on a wind shield 18. The light of the image reflected on
the wind shield 18 and traveling toward the interior of the vehicle
is perceived by the driver sitting on the driver's seat 17d. The
driver views a virtual image of the image projected by the HUD
device 14 as a virtual image superimposed on an external scene
present ahead of the self-vehicle A.
[0064] The combination meter 12a is provided in front of the
driver's seat 17d in the interior of the self-vehicle A. The
combination meter 12a includes a liquid crystal display visible
from the driver sitting on the driver's seat 17d. The combination
meter 12a displays, on a liquid crystal display, images of speed
meters and the like based on data acquired from the HCU 100.
[0065] The CID 12b is provided at the center of the instrument
panel 19 in the Interior of the self-vehicle A. The CID 12b
includes a liquid crystal display visible from the occupant sitting
on an assistant driver's seat 17p as well as the driver. The CID
12b displays a guide screen for navigation, an operation screen of
an air conditioner, an operation screen of an audio device, and
others on the liquid crystal display based on data acquired from
the HCU 100.
[0066] As illustrated in FIGS. 1 and 4, the light emission device
40 includes an instrument panel light emission line 41, a steer
light emission ring 42, a power source interface 43, a
communication interface 44, a driver circuit 45, and a control
circuit 46. The light emission device 40 displays light emission
spots 51 and 56 on the instrument panel light emission line 41 and
the steer light emission ring 42 to present information about the
self-vehicle A to the driver.
[0067] The instrument panel light emission line 41 is provided on
the instrument panel 19 of the self-vehicle A. The instrument panel
light emission line 41 includes a linear light emission area 52.
The linear light emission area 52 is defined in such a shape as to
linearly extend in a width direction WD of the self-vehicle A. The
linear light emission area 52 is located above the CID 12b. The
linear light emission area 52 has ends 53a and 53b in the width
direction WD. The ends 53a and 53b are extended to bases of pillars
disposed at one and the other sides of the wind shield 18,
respectively. The linear light emission area 52 is located out of a
center vision range CVA of the driver sitting on the driver's seat
17d. On the other hand, substantially the entire linear light
emission area 52 lies within a peripheral vision range PVA of the
driver sitting on the driver's seat 17d. The linear light emission
area 52 includes a plurality of light emitting elements disposed in
a line in the width direction WD. The instrument panel light
emission line 41 emits light from at least a part of the large
number of light emitting elements to display at least the one light
emission spot 51 in the linear light emission area 52. The
instrument panel light emission line 41 is capable of shifting the
light emission spot 51 in the width direction WD within the linear
light emission area 52. The instrument panel light emission line 41
is further capable of changing an emission color and an emission
size of the light emission spot 51.
[0068] The steer light emission ring 42 is provided on the steering
16 of the self-vehicle A. The steer light emission ring 42 includes
an annular light emission area 57. The annular light emission area
57 is defined in such a shape as to annularly extend along an edge
of a setter pad portion 16a of the steering 16. The annular light
emission area 57 is disposed below the combination meter 12a. A top
portion of the annular light emission area 57 lies within the
peripheral vision range PVA of the driver sitting on the driver's
seat 17d. A plurality of light emitting elements are disposed in
the annular light emission area 57 in a circumferential direction
of the steering 16. The steer light emission ring 42 emits light
from at least a part of the large number of light emitting elements
to display at least the one light emission spot 56 in the annular
light emission area 57. The steer light emission ring 42 is capable
of shifting the light emission spot 56 in the circumferential
direction within the annular light emission area 57. The steer
light emission ring 42 is further capable of changing an emission
color and an emission size of the light emission spot 56.
[0069] The power source interface 43 receives power from an
in-vehicle battery or the like via a power source circuit 49. The
power source interface 43 supplies power to the components of the
light emission device 40. The instrument panel light emission line
41 and the steer light emission ring 42 display the light emission
spots 51 and 56, respectively, by using power supplied via the
power source interface 43.
[0070] The communication interface 44 is connected to the HCU 100.
Command signals are input from the HCU 100 to the communication
interface 44 to instruct light emission modes of the instrument
panel light emission line 41 and the steer light emission ring
42.
[0071] The driver circuit 45 controls electric currents flowing in
the respective light emitting elements provided on the instrument
panel light emission line 41 and the steer light emission ring 42.
The driver circuit 45 converts power supplied from the power source
interface 43 into electric currents to apply the currents to the
light emitting elements designated by a control signal received
from the control circuit 46.
[0072] The control circuit 46 is mainly configured by a
microcomputer including a processor and a memory. The control
circuit 46 receives a command signal from the HCU 100 via the
communication interface 44. The control circuit 46 generates a
control signal and outputs the control signal to the driver circuit
45 to allow the light emitting elements to emit light in a light
emission pattern corresponding to the received command signal.
[0073] The control circuit 20a of the HCU 100 shown in FIG. 5
constitutes a plurality of function blocks (31 to 35) under
programs stored in the memory 23 and executed by the processors 21
and 22 to control light emission of the light emission device 40
thus configured. Details of the function blocks associated with
information presentation by using the instrument panel light
emission line 41 and the steer light emission ring 42 are
hereinafter described with reference to FIG. 5 in conjunction with
FIGS. 1 and 4.
[0074] The information acquisition unit 31 acquires various types
of information associated with the self-vehicle A. The information
acquisition unit 31 outputs acquired information to a risk
determination unit 32, a blinking cycle setting unit 33, and a
light emission control unit 34. The information acquisition unit 31
receives face direction information and looking-aside information
from the DSM 11, monitoring information from the peripheral
monitoring ECU 91, operation information and steering information
about operations and steering of the driving assist function from
the vehicle control ECU 70, biological information from the
wearable device 110, and others. The information acquisition unit
31 further acquires event occurrence information at the time of
occurrence of an event requiring attention of the driver to the
left and right sides of the self-vehicle A. More specifically, the
information acquisition unit 31 receives the event occurrence
information Indicating that an operation of the direction indicator
has been initiated by the driver or the vehicle control ECU 70 in
order to perform a lane change.
[0075] The risk determination unit 32 determines a risk level of
the self-vehicle A, based on information received from the
information acquisition unit 31. For example, the risk
determination unit 32 may determine the risk level on a scale of
one to five. The risk determination unit 32 determines a lowest
risk level as a "normal state", and a highest risk level as a "risk
level 4". The risk determination unit 32 increases the risk level
with a rise of the degree of carelessness of the driver. The risk
determination unit 32 outputs a determination result of the risk
level to the information acquisition unit 31.
[0076] The blinking cycle setting unit 33 sets a cycle for blinking
the light emission spots 51 and 56 in a state notification mode
described below. The blinking cycle of each of the light emission
spots 51 and 56 is set to a cycle corresponding to a heart rate and
a pulse rate of the driver in the normal state. The heart rate and
the pulse rate may be determined based on biological information
acquired by the wearable device 110, or may be set to ordinary
values determined beforehand (such as 60 per minute). In case of a
heart rate set to 60 per minute, for example, the blinking cycle
setting unit 33 sets the blinking cycle such that a bright state
and a dark state are repeated for every one second as shown in FIG.
6. For example, luminance in the dark state is set to approximately
one third of luminance in the bright state.
[0077] The light emission control unit 34 shown in FIG. 5 generates
a command signal in correspondence with information acquired by the
information acquisition unit 31, and outputs the command signal to
the light emission device 40. The light emission control unit 34
controls light emission of the light emission spots 51 and 56 of
the instrument panel light emission line 41 and the steer light
emission ring 42. The light emission control unit 34 switches a
plurality of light emission control modes of the light emission
device 40.
[0078] An audio control unit 35 controls an audio reproduction
device 140 to give aural notification to the driver. The audio
reproduction device 140 includes a speaker or the like, and
reproduces a notification sound and an audio message audible by all
the occupants of the self-vehicle A in the interior of the vehicle.
The audio control unit 35 combines the light emission spot 51 and
the audio message in cooperation with the light emission control
unit 34 to securely give the driver a warning about presence of a
risk.
[0079] The plurality of light emission control modes are
hereinafter described. As shown in FIG. 7, the plurality of light
emission control modes include the state notification mode, a lane
change notification mode, an approaching vehicle notification mode,
and a looking-aside caution mode. The state notification mode is a
light emission control mode for notifying the driver about a
current risk level of the self-vehicle A. In the state notification
mode, the light emission mode of the light emission spots 51 and 56
is switched in accordance with a determination result of the risk
level determined by the risk determination unit 32 (see FIG.
5).
[0080] Each of the lane change notification mode and the
approaching vehicle notification mode is a light emission control
mode for guiding the visual line of the driver in such a direction
as to extend in an attention direction toward either the left side
or the right side of the self-vehicle A, i.e., the side where an
event requiring attention from the driver has occurred. The light
emission control unit 34 (see FIG. 5) switches the light emission
control mode from the state notification mode to the lane change
notification mode in response to operation of the direction
indicator performed at the time of the lane change. The visual line
of the driver is guided in such a direction as to extend in the
attention direction toward the lane corresponding to a shift
destination in accordance with light emission display in the lane
change notification mode.
[0081] In case of detection of a vehicle traveling in parallel in
the lane of destination under operation of the direction indicator
performed in response to the lane change, the light emission
control unit 34 (see FIG. 5) switches the light emission control
mode from the state notification mode to the approaching vehicle
notification mode. The visual line of the driver is guided in such
a direction as to extend in the attention direction toward the
vehicle traveling in parallel in accordance with light emission
display in the approaching vehicle notification mode.
[0082] The light emission control unit 34 (see FIG. 5) determines
whether the face of the driver has been directed toward either the
left or the right corresponding to the attention direction at a
predetermined angle (e.g., 45 degrees) or larger based on the face
direction information. In case of determination that the direction
of the face of the driver is identical to the attention direction,
the light emission control mode is returned to the state
notification mode from the lane change notification mode or the
approaching vehicle notification mode.
[0083] The looking-aside caution mode is a light emission control
mode for guiding the visual line of the driver looking aside toward
the front. The light emission control unit 34 (see FIG. 5) switches
the state notification mode to the looking-aside caution mode,
based on the looking-aside information about the driver. The visual
line of the driver is guided toward the front in accordance with
light emission display in the looking-aside caution mode.
Thereafter, the light emission control unit 34 determines whether
the face direction of the driver has been corrected, based on the
face direction information. In case of determination that the face
direction of the driver has been corrected, the light emission
control mode is returned to the state notification mode from the
looking-aside caution mode.
[0084] Relative priorities are established for the event
notification modes, i.e., the lane change notification mode, the
approaching vehicle notification mode, and the looking-aside
caution mode in the plurality of light emission control modes
described above. According to the first embodiment, the relative
priorities are determined as the looking-aside caution mode, the
approaching vehicle notification mode, and the lane change
notification mode in the descending order.
[0085] Described hereinafter are details of the light emission mode
of the instrument panel light emission line 41 in each of the light
emission control modes as well as details of the light emission
modes of the steer light emission ring 42, with reference to FIGS.
8 to 17 in conjunction with FIG. 2. In each of the linear light
emission areas 52 and the annular light emission area 57 in FIGS. 8
to 17, a dotted area indicates an area in a turned-off state, while
a white area indicates an area in a turned-on state.
[0086] In the state notification mode, a reference position
indicating the light emission spot 51 is switched between RPa and
RPm in accordance with an operative state or inoperative state of
the driving assist function as illustrated in FIGS. 8 and 9. Each
of the reference positions RPa and RPm indicates the center
position of the light emission spot 51. According to the first
embodiment, the reference position of the light emission spot 51 is
switched between RPa and RPm in accordance with an operative state
or an inoperative state of LKA in the plurality of driving assist
functions. The reference position RPa in the operative state of LKA
is defined at a position closer to the center in the width
direction WD of the self-vehicle A than the reference position RPm
in the inoperative state of LKA is. Accordingly, the reference
position RPm in the inoperative state of LKA is positioned above
the center of the combination meter 12a disposed on the front of
the driver's seat 17d (see FIG. 8). In other words, the reference
position RPm is set in front of the driver. On the other hand, the
reference position RPa in the operative state of LKA is positioned
above the center 52c of the linear light emission area 52 in the
width direction WD, i.e., above the center of the CID 12b (see FIG.
9).
[0087] The light emission spots 51 and 56 in the state notification
mode change the emission color to show the current risk level of
the self-vehicle A to the driver. In the normal state corresponding
to the lowest risk level, the light emission spots 51 and 56 emit
green light. On the other hand, in the highest risk level "4", the
light emission spots 51 and 56 emit yellow light. The emission
color of each of the light emission spots 51 and 56 gradually
changes from green to yellow with a rise of the risk level. In
addition, the display width of the light emission spot 51 in the
width direction WD increases or decreases in accordance with the
risk level. More specifically, the display width of the light
emission spot 51 increases in the width direction WD with a rise of
the risk level, and decreases in the width direction WD with a drop
of the risk level as illustrated in FIG. 10. Furthermore, the light
emission spots 51 and 56 repeatedly change brightness of emission
light in a cycle set by the blinking cycle setting unit 33 (see
FIG. 5).
[0088] As illustrated in FIGS. 11 and 12, the light emission spots
51 and 56 are shifted in the width direction WD in accordance with
an expected traveling track set by the traveling track setting unit
84 (see FIG. 3) as an expected track after several seconds. The
respective reference positions RPa and RPm of the light emission
spot 51 of the linear light emission area 52 are shifted within the
linear light emission area 52 by a shift amount corresponding to a
target steering amount toward either the left or the right
corresponding to the target steering direction after several
seconds based on steering information. For example, as
schematically illustrated in FIG. 13, shift amounts of the
reference positions RPa and RPm are matched with a shift amount of
the outer edge of the steering 16 in the width direction WD at the
time of a shift of the outer edge by the target steering amount. In
addition, the shift amount of the reference position RPa in the
operative state of LKA is substantially equivalent to the shift
amount of the reference position RPm in the Inoperative state of
LKA. Furthermore, the light emission spot 56 in the annular light
emission area 57 illustrated in FIGS. 11 and 12 is similarly
shifted in the circumferential direction by an angle corresponding
to the target steering amount toward either the left or the right
corresponding to the target steering direction after several
seconds.
[0089] Light emission display of the instrument panel light
emission line 41 in each of the lane change notification mode and
the approaching vehicle notification mode is hereinafter described
with reference to FIGS. 14 and 15.
[0090] FIG. 14 illustrates display of the lane change notification
mode for guiding the visual line of the driver toward the right
corresponding to a shift destination at the time of a shift of the
self-vehicle A to the right adjacent lane by utilizing an automatic
lane change. In case of an absence of an approaching vehicle
located in the shift destination lane and approaching the
self-vehicle A, the light emission control mode is switched from
the state notification mode to the lane change notification mode.
The light emission spot 51 is temporarily turned off in the linear
light emission area 52 in accordance with switching to the lane
change notification mode (A of FIG. 14). Thereafter, the light
emission spot 51 is displayed again at the reference position RPa
in an emission color corresponding to the risk level similarly to
the state notification mode (B of FIG. 14). The light emission spot
51 that has been displayed again starts shifting toward the right
corresponding to the expected shift direction of the self-vehicle A
in a shape leaving a trail of light backward. The light emission
spot 51 reaches an end 52a of the linear light emission area 52 on
the right side (C of FIG. 14).
[0091] The light emission spot 51 having reached the end 52a is
divided into a plurality of divisional light emission spots 51s.
The divisional light emission spots 51s continuously shift toward
the right while maintaining a distance therebetween (D of FIG. 14).
Thereafter, the divisional light emission spots 51s are stacked at
the end 52a toward the inside in the width direction WD. As a
result, the light emission spot 51 is integrally formed at the end
52a again (C of FIG. 14).
[0092] FIG. 15 illustrates display of the lane change notification
mode for guiding the visual line of the driver toward the left
corresponding to a shift destination at the time of a shift of the
self-vehicle A to the left adjacent lane by the driver performing a
driving operation. The light emission spot 51 is temporarily turned
off in accordance with switching to the lane change notification
mode, and is displayed again at the reference position RPm in the
emission color corresponding to the risk level (A of FIG. 15). The
light emission spot 51 that has been displayed again shifts toward
the left corresponding to the expected shifting direction of the
self-vehicle A to reach an end position EP (B of FIG. 15). The end
position EP is located between the center 52c and the left end 52b
extended toward the assistant driver's seat 17p (see FIG. 1) in the
linear light emission area 52. The end position EP is located
Inside the peripheral vision range PVA (see FIG. 1). In addition,
the shift speed of the light emission spot 51 is kept substantially
constant regardless of the operative or inoperative state of LKA.
Furthermore, the shift speed of the light emission spot 51 toward
the left is substantially equal to the shift speed of the light
emission spot 51 toward the right.
[0093] With arrival of the light emission spot 51 at the end
position EP, the plurality of divisional light emission spots 51s
are displayed at the end 52b on the left side. The divisional light
emission spots 51s continuously shift toward the left while
maintaining a distance therebetween (C of FIG. 15). Thereafter, the
divisional light emission spots 51s are stacked at the end 52b
toward the inside in the width direction WD. As a result, the light
emission spot 51 is integrally formed at the end 52b again (D of
FIG. 15).
[0094] On the other hand, in case of presence of an approaching
vehicle located in the shift destination lane and approaching the
self-vehicle A, the light emission control mode is switched from
the state notification mode to the approaching vehicle notification
mode. In this case, the light emission spot 51 displayed again at
each of the reference positions RPa and RPm (B of FIG. 14 and A of
FIG. 15) has a particular emission color regardless of the current
risk level. More specifically, in the approaching vehicle
notification mode, the emission color of the light emission spot 51
in the linear light emission area 52 has a color of "amber
(orange)" or like colors having a stronger warning Impression than
the color of the risk level "4". In addition, the display width of
the light emission spot 51 that has been displayed again has a
predetermined display width corresponding to the display width of
the risk level "4", for example, regardless of the current risk
level.
[0095] Light emission display of the instrument panel light
emission line 41 in the looking-aside caution mode is hereinafter
described with reference to FIGS. 16 and 17.
[0096] FIG. 16 illustrates display for correcting the visual line
of the driver looking at the right side in the inoperative state of
the LKA. When the state notification mode is switched to the
looking-aside caution mode, based on rightward looking-aside
information acquired by the DSM 11, the light emission spot 51
displayed at the reference position RPm is temporarily turned off
in the linear light emission area 52 (A and B of FIG. 16).
[0097] Thereafter, the light emission spot 51 is displayed at a
portion to which the visual line of the driver has been directed
(such as an end 52a on the right side) in the linear light emission
area 52 extending in the width direction WD, based on the face
direction information acquired by the DSM 11 (C of FIG. 16). The
light emission spot 51 is displayed again in the particular color
such as amber similarly to the light emission spot 51 in the
approaching vehicle notification mode. The light emission spot 51
that has been displayed again is shifted to the reference position
RPm at the center of the combination meter 12a, i.e., the front of
the driver.
[0098] FIG. 17 illustrates display for correcting the visual line
of the driver looking at the left side in the operative state of
the LKA. When the state notification mode is switched to the
looking-aside caution mode based on leftward looking-aside
information acquired by the DSM 11, the light emission spot 51
displayed at the reference position RPa (A of FIG. 17) is
temporarily turned off. Thereafter, the light emission spot 51
emitting amber light is displayed in the direction corresponding to
the visual line of the driver, based on the face direction
information acquired by the DSM 11 (B of FIG. 17). The light
emission spot 51 that has been displayed again starts shifting
rightward (C of FIG. 17). The light emission spot 51 similarly
shifts to the center of the combination meter 12a located in front
of the driver even in the operative state of the LKA (D of FIG.
17). In the looking-aside caution mode, therefore, the light
emission spot 51 finally arrives at the reference position RPm
regardless of the operative or inoperative state of the LKA.
[0099] Described hereinafter are details of processes executed by
the control circuit 20a to realize display of the light emission
spot 51 as described above, with reference to FIGS. 18 and 19 in
conjunction with FIG. 5. Initially, a reference position setting
process for setting the reference positions RPa and RPm (see FIGS.
8 and 9) of the light emission spot 51 is described with reference
to a flowchart in FIG. 18. The process shown in FIG. 18 repeatedly
starts under the light emission control unit 34 of the control
circuit 20a when the vehicle comes into a travelable state.
[0100] In S101, operation information indicating a start and an end
of the LKA is acquired from the vehicle control ECU 70 (see FIG.
3). Thereafter, the flow proceeds to S102. In S102, whether the LKA
is in the operative state is determined based on the operation
information acquired in S101. In case of determination that the LKA
is in the operative state, the flow proceeds to S103. In S103, the
reference position RPa is set at the center 52c of the linear light
emission area 52 (see FIG. 9). Thereafter, the flow proceeds to
S105. On the other hand, in case of determination that the LKA is
in the inoperative state in S102, the flow proceeds to S104. In
S104, the reference position RPm is set in front of the driver (see
FIG. 8). Thereafter, the flow proceeds to S105.
[0101] In S105, steering information associated with an expected
traveling track after several (t) seconds is acquired from the
vehicle control ECU 70 (see FIG. 3). Thereafter, the flow proceeds
to S106.
[0102] In S106, whether a target steering amount included in the
steering information acquired in S105 is equal to or larger than a
lower limit threshold. The lower limit threshold is set to a value
corresponding to a shift of the light emission spot 51 on limited
occasions of a curve and a lane change. In other words, the lower
limit threshold is set to a value excluding a steering amount
necessary for maintaining traveling within the lane recognizable as
a straight line. In case of determination that the target steering
amount is smaller than the lower limit threshold in S106, a series
of processes end. On the other hand, in case of determination that
the target steering amount is the lower limit threshold or larger
in S106, the flow proceeds to S107. In S107, the reference position
RPa or RPm set in S103 or S104 Is shifted to the left or the right
in the width direction WD (see FIGS. 11 and 12), based on the
steering information acquired in S105, and then the series of
processes end. The value of t is set to a value sufficient for
securing a time for override, such as three seconds, after the
driver recognizes the shift of the reference position RPa or RPm
and determines appropriateness of the traveling direction.
[0103] Details of the process for setting the light emission mode
of the light emission spot 51 in the state notification mode are
hereinafter described. The process shown in FIG. 19 is similarly
started by the light emission control unit 34 (see FIG. 5), based
on a travelable state of the vehicle.
[0104] In S121, a blinking cycle set by the blinking cycle setting
unit 33 is acquired. Thereafter, the flow proceeds to S122. In
S122, the latest reference position set by the reference position
setting process is acquired. Thereafter, the flow proceeds to S123.
In S123, a determination result of the latest risk level determined
by the risk determination unit 32 is acquired. Thereafter, the
process proceeds to S124. In S124, the emission color, display
width, and display position of the light emission spot 51 are set
or updated based on the items of information acquired in S121 to
S123. Thereafter, the flow returns to S122. Values set by repeating
the processes in S122 to S124 are output to the light emission
device 40 in FIG. 1 as command signals to realize state
notification based on the light emission spot 51.
[0105] According to the first embodiment described above, the light
emission spot 51 is displayed at either the position RPa or the
position RPm different from each other and selected in accordance
with the operative state or inoperative state of the driving assist
function. The difference between the display positions of the light
emission spot 51 is securely perceivable by the driver even when
the linear light emission area 52 is defined within the peripheral
vision range PVA of the driver. Accordingly, the light emission
device 40 is capable of presenting information indicating whether
the driving assist function is in the operative state for assisting
or substituting for a driving operation in such a manner that the
information is easily recognizable for the driver.
[0106] In addition, according to the first embodiment, the
reference position RPa of the light emission spot 51 is set at a
position close to the center of the self-vehicle A in the operative
state of the driving assist function. In this case, the light
emission device 40 is capable of presenting, to the occupants of
the self-vehicle A, the state of execution of the driving operation
by the in-vehicle system. On the other hand, in the inoperative
state of the driving assist function, the reference position RPm is
set in front of the driver's seat 17d. In this case, the light
emission device 40 is capable of presenting, to the occupants of
the self-vehicle A, the state of execution of the driving operation
by the driver.
[0107] Moreover, the light emission spot 51 in the first embodiment
presents the risk level of the self-vehicle A to the driver as well
as operation information about the driving assist function.
Accordingly, the driver is capable of sensing an atmosphere showing
a rise or a drop of the risk level based on information
presentation of the risk level displayed by the light emission spot
51 within the peripheral vision range PVA of the driver.
[0108] Furthermore, according to the first embodiment, the display
width of the light emission spot 51 enlarges with a rise of the
risk level resulting from a careless state of the driver. The
peripheral vision range PVA of the driver may become narrower as
the degree of carelessness rises. In addition, the driver may
become less conscious of the peripheral vision even when the
peripheral vision range PVA does not change. Accordingly, the light
emission device 40 allows even the driver coming into a careless
state to securely recognize the light emission spot 51 provided for
notification about the risk level and enlarged in the display size
in accordance with a rise of the risk level.
[0109] The display width of the light emission spot 51 decreases
with a drop of the risk level. Accordingly, the drop of the risk
level is recognizable, together with reduction of disturbance to
display.
[0110] In addition, the light emission device 40 in the first
embodiment shifts the light emission spot 51 in accordance with
future steering information after several seconds. In this case,
the occupants including the driver of the self-vehicle A are
notified about the future shift direction of the self-vehicle A by
such a display. Accordingly, the light emission device 40 gives a
sense of safety to the driver and the occupants by information
presentation achieved by the light emission spot 51.
[0111] In the mode for notifying the future shift direction by the
light emission spot 51 as described above, the occupants such as
the driver easily associate the light emission spot 51 with
steering of the self-vehicle A. Accordingly, it is preferable that
the reference position is switched between RPa and RPm based on the
operation of the LKA associated with the steering function as in
the first embodiment.
[0112] Furthermore, according to the first embodiment, the shift of
the reference position RPa or RPm is suspended in the state that
the target steering amount is smaller than the lower limit
threshold. This configuration prevents such a situation that a
slight shift of the light emission spot 51 to the left or the right
bothers the driver and the occupants.
[0113] Furthermore, according to the first embodiment, the light
emission device 40 repeatedly changes brightness of the light
emission spot 51 in a blinking cycle corresponding to a heart rate
of the driver in the normal state. In addition, the blinking cycle
of the light emission spot 51 is maintained even at the time of a
rise of the risk level. In this mode of display in the peripheral
vision of the driver, the light emission device 40 considerably
reduces a rise of the heart rate of the driver in comparison with
reduction of a blinking cycle in accordance with a rise of the risk
level. Accordingly, the light emission device 40 reduces panic and
calms down the driver.
[0114] Furthermore, the linear light emission area 52 in the first
embodiment is defined substantially within the peripheral vision
range PVA of the driver. In this case, a shift of the light
emission spot 51 within the linear light emission area 52 is
securely visible by the driver in the peripheral vision.
Accordingly, the visual line of the driver is appropriately guided
in the direction of caution for the driver in accordance with a
shift of the light emission spot 51 in the direction of
caution.
[0115] It is difficult for the driver to acquire a plurality of
items of information from only display located in the peripheral
vision range PVA. Accordingly, the light emission spot 51 is
temporarily turned off at the time of switching of the light
emission control mode in the first embodiment. In this case, clear
separation between state notification of the risk level and
occurrence notification of events is allowed to be made. As a
result, the driver more easily recognizes information
presentation.
[0116] Furthermore, the shift speed of the light emission spot 51
is equalized in each of the lane change notification mode, the
approaching vehicle notification mode, and the looking-aside
caution mode in the first embodiment regardless of the operative or
inoperative state of the LKA. Accordingly, quick attraction of
attention is realizable by setting the shifting speed of the light
emission spot 51 to the highest speed within a perceivable range by
the driver.
[0117] Furthermore, according to the first embodiment, the end
position EP is provided between the end 52b and the center 52c in
the linear light emission area 52 to reduce the shift distance of
the light emission spot 51 from the reference position RPm toward
the left. By this reduction of the shift from the end position EP
to the end 52b, the shift distance from the light emission spot to
the left and the shift distance from the light emission spot to the
right are substantially equivalent even when the reference position
RPm is located away from the end 52b in the inoperative state of
the LKA. In this case, the shift cycles of the light emission spot
51 to the left and the right are equalized. Accordingly, display
for attraction of visual line gives an impression of unity.
[0118] Furthermore, according to the first embodiment, the visual
line of the driver is guided toward a correct position through
attraction of attention achieved by the light emission spot when
the driver is looking aside. Accordingly, the display of the light
emission spot 51 performed by the light emission device 40 not only
gives notification about the risk level, but also urges the driver
to take appropriate caution to contribute to lowering of the risk
level.
[0119] Note that the instrument panel light emission line 41
corresponds to a "light emission display unit", and the linear
light emission area 52 corresponds to a "light emission area" in
the first embodiment. In addition, the vehicle control ECU 70
corresponds to a "driving assist device", and the HCU 100 and the
light emission device 40 correspond to an "information presentation
apparatus".
Second Embodiment
[0120] A second embodiment is a modified example of the first
embodiment. A vehicle onboard network 201 in the second embodiment
illustrated in FIG. 20 additionally includes a locator 95 and a V2X
communicator 96.
[0121] The locator 95 includes a global navigation satellite system
(GNSS) receiver 95a, a map database 95b, an inertial sensor, and
the like. The GNSS receiver 95a receives positioning signals
transmitted from a plurality of artificial satellites. The locator
95 measures a position of the self-vehicle A by combining a
positioning signal received via the GNSS receiver 95a and a
measurement result obtained by the inertial sensor. The map
database 95b includes a storage medium that stores a large number
of items of map information. The locator 95 supplies position
information indicating the position of the self-vehicle A, and map
information indicating surroundings or traveling direction of the
self-vehicle A to the vehicle control system 60 and the HMI system
10 via the communication bus 99.
[0122] The V2X communicator 96 exchanges information with an
in-vehicle communicator mounted on a different vehicle, and a
roadside device provided on a roadside to wireless communication.
The V2X communicator 96 acquires position information, which
indicates positions of a different vehicle, a pedestrian, and the
like difficult to be directly viewed by the driver, through
road-to-vehicle communication with a roadside device provided at an
intersection or other places, for example. The V2X communicator 96
sequentially outputs acquired information to the communication bus
99.
[0123] Details of the plurality of light emission control modes set
for the light emission control unit 34 are hereinafter described
with reference to FIG. 21 in conjunction with FIGS. 20 and 5.
[0124] A risk target warning mode is included in the plurality of
light emission control modes of the light emission control unit 34.
The relative priority of the risk target warning mode is set higher
than those of the looking-aside caution mode, the approaching
vehicle notification mode, and the lane change notification mode.
In the risk target warning mode, the visual line of the driver is
guided toward a risk target located around or in the traveling
direction of the self-vehicle A and requiring caution of the
driver.
[0125] The information acquisition unit 31 acquires necessary
information for switching to the risk target warning mode. For
example, the information acquisition unit 31 is capable of
acquiring map information in the traveling direction from the
locator 95. The information acquisition unit 31 is further capable
of acquiring position information indicating positions of a
different vehicle, a pedestrian, and the like present around the
self-vehicle A from the peripheral monitoring ECU 91 and the V2X
communicator 96.
[0126] The risk determination unit 32 calculates, as a risk level
associated with the self-vehicle A, an outside risk level around
and in the traveling direction of the self-vehicle A based on
various types of information collected by the information
acquisition unit 31, separately from determination of a risk level
based on the degree of carelessness of the driver inside the
vehicle. The risk determination unit 32 is capable of calculating a
risk level of each of a stationary risk factor produced by a road
structure such as a blind Intersection, and a dynamic risk factor
such as a moving object approaching the self-vehicle A, for
example. The risk determination unit 32 is further capable of
calculating each risk level of a plurality of risk factors in case
of presence of the plurality of risk factors around or in the
traveling direction of the self-vehicle A.
[0127] The risk determination unit 32 determines presence of a risk
target when a calculated risk level is higher than a first
threshold. The risk determination unit 32 also determines
disappearance of a risk target when a calculated risk level is
lower than a second threshold. The first threshold is set higher
than the second threshold in the risk level.
[0128] According to the second embodiment, a determination result
of a risk level determined by the risk determination unit 32 is
received by the light emission control unit 34. More specifically,
occurrence information indicating occurrence of a risk target and
generated by the risk determination unit 32 is received by the
light emission control unit 34, and handled as a trigger for a
process which switches the light emission control mode from the
state notification mode to the risk target warning mode. In
addition, disappearance information indicating disappearance of a
risk target and generated by the risk determination unit 32 is
received by the light emission control unit 34, and may be handled
as a trigger for a process which returns the light emission control
mode from the risk target warning mode to the state notification
mode.
[0129] The light emission control unit 34 acquires position
information indicating a relative position of a risk target from
the information acquisition unit 31. The light emission control
unit 34 displays the light emission spot 51 at a portion of the
linear light emission area 52 in a direction toward the risk target
as viewed from the driver in the risk target warning mode. The
light emission control unit 34 shifts the position of the light
emission spot 51 in the linear light emission area 52 based on
position information such that the position of the light emission
spot 51 follows a relative positional change of the risk target
with respect to the self-vehicle A. The light emission control unit
34 further changes the mode of the light emission spot 51, such as
the emission color and the emission size, in accordance with the
risk level of the risk target. In addition, in case of
determination by the risk determination unit 32 that a plurality of
risk targets are present, the light emission control unit 34
displays the light emission spots 51 for warnings each of which
indicates the corresponding one of the plurality of risk targets
(see FIG. 22).
[0130] Moreover, in case of determination that the plurality of
risk targets are present, the light emission control unit 34 may
select the highest risk target corresponding to the highest risk
level in the plurality of risk targets, and display the light
emission spot 51 for a warning about the presence of the highest
risk target (see FIG. 23). In this case, the light emission spot 51
displayed in the linear light emission area 52 indicates the
direction of the highest risk target as viewed from the driver.
Furthermore, in case of determination that a plurality of highest
risk targets are present, the light emission control unit 34
displays the plurality of light emission spots 51 for warnings each
of which indicates the corresponding highest risk target.
[0131] Details of light emission display in the risk target warning
mode realized by the configuration described above are hereinafter
described with reference to FIGS. 22 and 23. Respective scenes
illustrated in FIGS. 22 and 23 show the self-vehicle A in the
inoperative state of the driving assist function, and arriving at a
blind intersection as a result of a driving operation by the
driver.
[0132] While the self-vehicle A is traveling under the driving
operation by the driver, the lighting light emission spot 51 is
displayed at the reference position RPm located in front of the
driver in the linear light emission area 52 (see A of FIG. 22 and A
of FIG. 23). The stationary risk level based on the map information
rises as the self-vehicle A approaches the blind intersection. In
this case, the light emission control mode is switched from the
state notification mode to the risk target warning mode. With the
approach of the self-vehicle A to the blind intersection where
objects blocking the field of vision of the driver are present on
the left and right sides of an expected stop position of the
self-vehicle A, the light emission spots 51 are displayed at both
ends of the linear light emission area 52 to warn the driver about
blindness on the left and right sides (see B of FIG. 22 and B of
FIG. 23). The state notification mode switches to the risk target
warning mode several seconds (about 3 to 5 seconds) before arrival
of the self-vehicle A at the expected stop position. The light
emission spots 51 are displayed in an emission color of green, for
example, to notify the driver about a substantially middle risk
level.
[0133] when position information about a different vehicle A1
entering the intersection is acquired based on information output
from the external recognition system 90 or the V2X communicator 96
(see FIG. 20), the light emission spot 51 that gives a warning
about the presence of the different vehicle A1 is further displayed
in the linear light emission area 52 (see C of FIG. 22). In this
case, a dynamic risk level calculated for the risk target of the
different vehicle A1 is higher than the risk level for the risk
target of the blind intersection. Accordingly, the light emission
spot 51 for the warning about the presence of the different vehicle
A1 is displayed in an emission color of red, for example, to
clearly notify the driver about the high level of the risk.
[0134] In addition, according to the modified example described
above, a combined risk level of the presence of the different
vehicle A1 and the blind intersection is higher than the stationary
risk level of the presence of the blind intersection in case of
acquisition of the position information about the different vehicle
A1 entering the intersection. Accordingly, the left and right light
emission spots 51 turned on to attract attention from the driver
are turned off, while the light emission spot 51 for the warning
about the different vehicle A1 corresponding to the highest risk
target is turned on (see C of FIG. 23).
[0135] The light emission spot 51 for the warning about the
presence of the different vehicle A1 as a risk target may be
shifted in the linear light emission area 52 in accordance with a
shift of the different vehicle A1. More specifically, the light
emission spot 51 shifts from the vicinity of the base of the front
pillar located on the right side of the driver toward the left side
of the driver in case of a shift of the different vehicle A1 from
the right to the left during traveling in front of the self-vehicle
A (see C of FIG. 22 and C of FIG. 23).
[0136] The light emission spot 51 for the warning about the
presence of the different vehicle A1 is turned off based on
disappearance information about the risk target of the different
vehicle A1 having passed through the front of the self-vehicle A.
Accordingly, the instrument panel light emission line 41 returns to
the state of light emission display of the pair of light emission
spots 51 for attracting attention to the blind intersection (see D
of FIG. 22). In addition, according to the modified example, the
light emission control mode is returned to the state notification
mode in response to cancellation of the risk target warning mode
(see D of FIG. 23).
[0137] In the scenes described above, a warning about multiple
risks associated with the different vehicle A1 is given by the
light emission spots 51. For example, the light emission spots are
always turned on with approach to an intersection or the like in
case of only issue of notification about a stationary risk. This
notification causes habituation for the driver, and induces
distrust by the driver considering, "no car will come even in a
lighting condition again", for example. On the other hand, only
notification about a dynamic risk may induce overconfidence by the
driver. More specifically, the driver may make an incorrect
determination, considering, "no car will come in a not-lighting
condition", during no detection of a risk target. It is desirable
to issue a warning about combined two types of risks of both a
stationary risk and a dynamic risk to avoid such distrust and
overconfidence.
[0138] The risk target warning mode described above switches
between different modes for issuing a warning about a risk target
in accordance with a relative position of a risk target with
respect to the self-vehicle A as illustrated in FIGS. 24 and
25.
[0139] A scene illustrated in FIG. 24 shows a pedestrian P1
corresponding to a risk target and visible on a front scene viewed
by the driver between the pair of front pillars above the linear
light emission area 52 extending in the width direction WD. The
instrument panel light emission line 41 displays the light emission
spot 51 in a range located below the pedestrian P1 in the linear
light emission area 52 as viewed from the driver. As a result, the
light emission spot 51 displays the direction of the risk target as
viewed from the driver.
[0140] In this case, the risk level of the pedestrian P1 rises as
the pedestrian P1 approaches the self-vehicle A. Accordingly, the
emission color of the light emission spot 51 sequentially changes
in the order of yellow, amber, and red in accordance with approach
of the pedestrian P1. In this case, the warning about the risk
target is issued only by the light emission spot 51 in a state that
the pedestrian P1 is visually recognizable through the wind shield
18 (see FIG. 1). In other words, a warning about the risk target by
using an audio reproduction device such as a speaker is not
issued.
[0141] A scene illustrated in FIG. 25 shows the pedestrian P1
visible on the front scene viewed by the driver at a position away
from the portion above the linear light emission area 52. In the
state that the pedestrian P1 is visible outside the pair of front
pillars as in this example, the driver does not easily notice the
presence of the pedestrian P1. Accordingly, the instrument panel
light emission line 41 displays an animation for sliding the light
emission spot 51 from the one end of the linear light emission area
52 on the side close to the pedestrian P1 toward the center of the
linear light emission area 52. The light emission spot 51 may be
displayed in such a mode as to slide into the linear light emission
area 52 while flashing. The driver is capable of noticing animation
displayed in the linear light emission area 52 within the
peripheral vision range PVA (see FIG. 1). Accordingly, the visual
line of the driver is guided by the instrument panel light emission
line 41 toward the outside of the front pillars in accordance with
movement of the light emission spot 51.
[0142] Moreover, in the state that the direction of the risk target
viewed by the driver is located outside the range of extension of
the linear light emission area 52, such as a case that the
pedestrian P1 is visible outside the front pillars, a warning sound
and a warning message are reproduced from a speaker or the like to
issue a warning about the risk target. For example, a voice message
for warning the driver about the presence of the risk target is
reproduced by the audio reproduction device 140 under control by
the audio control unit 35. Accordingly, the instrument panel light
emission line 41 securely attracts the visual line of the driver
toward the outside of the front pillars as well through both a
visual stimulus and an audio stimulus for the warning about the
risk target.
[0143] Hereinafter described with reference to FIGS. 26 to 28 is a
light emission mode of the light emission spots 51 in case of
simultaneous presence of a plurality of pedestrians Pa to Pe as
risk targets in the risk target warning mode.
[0144] A scene illustrated in FIG. 26 shows the plurality of
pedestrians Pa to Pc all determined as risk targets and located at
positions close to each other as viewed from the driver. The light
emission spot 51 is enlarged in the width direction WD sufficiently
for containing the plurality of pedestrians Pa to Pc located close
to each other. The light emission spot 51 is displayed in an
emission color corresponding to the risk level of each of the
pedestrians Pa to Pc.
[0145] More specifically, an eye point IP of the driver is defined
beforehand in the interior of the self-vehicle A. The eye point IP
indicates specific coordinates in a space assumed to contain the
positions of the eyes of the driver sitting on the driver's seat
17d (see FIG. 1). Moreover, relative coordinates of the pedestrians
Pa to Pc with respect to the self-vehicle A are acquired based on
position information obtained by the external recognition system 90
(see FIG. 20) or the like. The light emission control unit 34 (see
FIG. 5) determines the size of the light emission spot 51 based on
the coordinates of the eye point IP, the coordinates of the
respective pedestrians Pa to Pc, and coordinates indicating a
setting range of the linear light emission area 52.
[0146] Initially, virtual lines connecting the eye point IP and
each of the pedestrians Pa to Pc are defined. The virtual lines are
defined substantially in parallel with the road surface on which
the self-vehicle A travels. Angles, each of which is formed by a
set of adjoining virtual lines included in the foregoing virtual
lines, correspond to two direction differences .theta.ab and
.theta.bc of the risk targets as viewed from the eye point IP. When
each of the direction differences .theta.ab and .theta.bc is
smaller than a threshold angle .theta.th, the risk targets are
merged into one target. In this case, a warning about the merged
target is given from the one light emission spot 51.
[0147] Both the ends of the light emission spot 51 in the width
direction WD cross the two virtual lines located on the outermost
sides, and extend to the outside of the two virtual lines as viewed
in the plan view of the virtual lines and the eye point IP from
above. In addition, assuming that centers of gravity of the
respective pedestrians Pa to Pc are defined, virtual lines
extending from the eye point IP toward coordinates of the centers
of gravity virtually cross the center point of the light emission
spot 51. Accordingly, by enlargement of the size of the light
emission spot 51 in the width direction WD in this manner, the one
light emission spot 51 achieves a collective warning about the
plurality of pedestrians Pa to Pc on the front scene viewed by the
driver.
[0148] A scene illustrated in FIG. 27 shows the two pedestrians Pd
and Pe both determined as risk targets and located at positions
away from each other as viewed from the driver. In a state that a
direction difference .theta.de formed by two virtual lines
connecting the eye point IP and the respective pedestrians Pd and
Pe is larger than the threshold angle .theta.th, the two light
emission spots 51 are displayed in the linear light emission area
52 as respective cautions or warnings about the presence of the
pedestrian Pd and the pedestrian Pe. The display positions of the
light emission spots 51 are determined with reference to a pseudo
intersection at which the linear light emission area 52 virtually
cross the virtual lines in the plan view of the virtual lines and
the eye point IP from above.
[0149] A scene illustrated in FIG. 28 shows two pedestrians Pf and
Pg both determined as risk targets, and located substantially in an
identical direction as viewed from the driver but at considerably
different distances from the self-vehicle A. A direction difference
.theta.fg formed by two virtual lines connecting the eye point IP
and each of the pedestrians Pf and Pg is smaller than the threshold
angle .theta.th, wherefore the one light emission spot 51 for a
collective warning about these risk targets is displayed in the
linear light emission area 52. The emission color of the light
emission spot 51 in this scene is determined based on the higher
one of the calculated risk levels of the two risk targets. More
specifically, the risk level of the one pedestrian Pg closer to the
self-vehicle A in the two pedestrians Pf and Pg is selected. In
this case, the light emission spot 51 in the emission color
corresponding to the selected risk level is displayed in the linear
light emission area 52.
[0150] A method for changing the length of the light emission spot
51 in the width direction WD in accordance with a relative position
of a risk target is hereinafter described with reference to FIG.
29.
[0151] The length of the light emission spot 51 is adjusted by the
light emission control unit 34 (see FIG. 5) in accordance with a
direction of a risk target with respect to the traveling direction
of the self-vehicle A, and a distance from the self-vehicle A to
the risk target. More specifically, the size of the light emission
spot 51 is determined such that the light emission spot 51
indicates the direction of the pedestrian P1 corresponding to the
highest risk target as viewed from the driver even after a shift of
the eye point IP of the driver toward the front or rear of the
self-vehicle A as a result of a slide of the driver's seat 17d. In
this case, not only the position of the light emission spot 51, but
also the length of the light emission spot 51 are changed such that
the light emission spot 51 lights below the risk target on the
front scene viewed by the driver even after a change of the
position of the driver's seat 17d (see FIG. 1) in the front-rear
direction of the self-vehicle A.
[0152] This point is further detailed. The eye point IP described
above corresponds to an eye point IPc assumed as a position of the
eyes of the driver in a state that the driver's seat 17d (see FIG.
1) is located at the center of a slide range, for example. In
addition to the eye point IPc, assumable beforehand are an eye
point IPf in a state that the driver's seat 17d is located at a
foremost position in the slide range, and an eye point IPb in a
state that the driver's seat 17d is located at a rearmost position
in the slide range.
[0153] Virtual lines substantially parallel with the road surface
on which the self-vehicle A travels are definable between the
pedestrian P1 corresponding to the risk target, and the respective
eye points IPf and IPb at the foremost position and the rearmost
position. A direction difference .theta.fb formed by the two
virtual lines with the pedestrian P1 located at the center of the
difference Indicates an amount of deviation of a visual recognition
direction produced by the difference between the eye points IPf and
IPb.
[0154] On the other hand, virtual lines substantially parallel with
the road surface on which the self-vehicle A travels are similarly
definable between the pedestrian P1 and both ends of the light
emission spot 51. On the assumption that an angle formed by the two
virtual lines with the pedestrian P1 located at the center of the
angle is a lighting angle .theta.lgt of the light emission spot 51,
the lighting angle .theta.lgt is set to a value larger than the
direction difference .theta.fb. In such a setting that the eye
point IP of the driver is located within the range of the lighting
angle .theta.lgt, the light emission spot 51 is visible below the
pedestrian P1 on the front scene of the driver. Note that the
center of the light emission spot 51 in the width direction WD is
determined at a virtual intersection between the linear light
emission area 52 and the virtual line extending from the eye point
IPc to the pedestrian P1.
[0155] According to the setting method described above, the light
emission control unit 34 (see FIG. 5) increases the calculated
direction difference .theta.fb and the lighting angle .theta.lgt to
enlarge the light emission spot 51 in the width direction WD in
accordance with approach of the risk target toward the self-vehicle
A. This adjustment of the length of the light emission spot 51
allows the light emission spot 51 to light below the risk target to
notify the driver about the direction of the risk target.
[0156] A method for changing the length of the light emission spot
51 in the width direction WD in accordance with the display
position of the light emission spot 51 is hereinafter described
with reference to FIG. 30.
[0157] The length of the light emission spot 51 increases in the
width direction WD as the display position of the light emission
spot 51 moves away from the driver. More specifically, on the
assumption that sizes and relative positions of risk targets with
respect to the self-vehicle A are substantially the same, the
length of the light emission spot 51 decreases to the minimum in
front of the driver, and gradually increases with a shift from the
front along the linear light emission area 52. More specifically,
angles .theta.vis formed by virtual lines connecting the eye point
IP and both ends of each of the light emission spots 51 displayed
at respective positions in the linear light emission area 52
(hereinafter, each of the angles is referred to as "viewing angle")
are substantially uniform. Each of the viewing angles .theta.vis is
set to approximately 10.degree., for example.
[0158] According to the setting method described above, the light
emission control unit 34 (see FIG. 5) enlarges the light emission
spot 51 in the width direction WD by increasing the number of
lighting light emitting elements in accordance with a shift of the
display position of the light emission spot 51 from the front of
the driver. This adjustment of the length of the light emission
spot 51 allows the driver to securely notice the light emission
spot 51 even when the lighting light emission spot 51 is displayed
on the assistant driver's seat side located at a long distance from
the driver.
[0159] According to the second embodiment described above,
advantageous effects similar to those of the first embodiment are
offered. In this case, information Indicating whether the driving
assist function is in the operative state is presented to the
driver in a manner easily recognizable for the driver. Moreover, in
the risk target warning mode of the second embodiment, the driver
is notified about the direction of the presence of a risk target
based on the light emission spot 51. Accordingly, the instrument
panel light emission line 41 is capable of securely attracting
attention from the driver toward a risk target requiring attention
from the driver. Furthermore, the light emission spot 51 in the
second embodiment is shiftable toward the left and the right while
following a risk target. Accordingly, the instrument panel light
emission line 41 is capable of continuously attracting the visual
line of the driver toward a risk target at a high risk level.
Other Embodiments
[0160] Exemplary embodiments are not limited to the plurality of
embodiments specifically described herein. The technical spirits of
the present disclosure are applicable to various other embodiments
and combinations.
[0161] According to the embodiments described herein, the light
emission spot is temporarily turned off before switching from the
state notification mode to the other light emission control modes.
However, an instrument panel light emission line in a first
modified example may superimpose, on a main light emission, a sub
light emission spot in an emission color different from the color
of a main light emission spot that performs notification about the
state while displaying the main light emission spot at the
reference position. In this case, the instrument panel light
emission line shifts the sub light emission spot to the left or the
right to guide the visual line of the driver. Moreover, the types
of the light emission control modes set for the light emission
device may be varied as appropriate. Furthermore, the priorities of
the respective light emission control modes may be varied as
appropriate.
[0162] Each of the reference positions RPa and RPm in the
respective embodiments indicates the center position of the light
emission spot 51 in a state that the self-vehicle A travels
straight in the state notification mode. However, each of the
reference positions may be located at any position in the light
emission spot as long as the reference position defines the
position of the light emission spot. For example, each of the
reference positions may be disposed at the right end or the left
end. Furthermore, each of the reference positions may be manually
adjusted by the driver.
[0163] The light emission spot 51 in each of the embodiments
changes both the emission color and the display width in accordance
with the risk level. However, the emission color associated with
the risk level is not limited to the range of colors from green to
red as described in the respective embodiments. Moreover, the light
emission spot may change only either the emission color or the
display width in accordance with the risk level. Furthermore, it is
difficult to greatly enlarge the light emission spot toward the
right during manual driving without operation of the LKA.
Accordingly, the light emission spot may have a shape
asymmetrically enlarged in the left-right direction, i.e., a shape
more greatly enlarged toward the left of the reference position
than toward the right of the reference position.
[0164] According to the embodiments described above, the light
emission spot 51 in the linear light emission area 52 and the light
emission spot 56 in the annular light emission area 57 have the
same emission color. However, the light emission spots may
respectively have different emission colors for light emission. In
addition, brightness of the light emission spots may be
synchronously changed. On the other hand, brightness of the light
emission spots may be repeatedly changed in different cycles.
Furthermore, while synchronous information presentation by the
instrument panel light emission line 41 and the steer light
emission ring 42 is realized in the embodiments, only the
instrument panel light emission line 41 may be used to present
operation information about the driving assist device to the
occupants without use of the steer light emission ring 42.
[0165] According to the embodiments, the light emission spot 56 in
the annular light emission area 57 is turned off so as not to
disturb attraction of attention from the driver by the light
emission spot 51 in the linear light emission area 52. However, the
light emission spot on the steering may be turned on even during
the light emission control mode for attracting attention of the
driver.
[0166] The instrument panel light emission line 41 in the
embodiments forms the linear light emission area 52 extending in
the horizontal direction above the combination meter 12a and the
CID 12b. However, the shape and position of the "light emission
area" may be varied as appropriate. For example, the ends of the
linear light emission area are not required to reach the bases of
the respective pillars as long as the linear light emission area
extends to cross the respective centers of the combination meter
and the CID. Moreover, the linear light emission area may be formed
below the combination meter and the CID, for example. Furthermore,
the instrument panel light emission line may be a "light emission
display unit" which shows a light emission spot visible for the
driver, and formed as a virtual image of emission light projected
on the lower edge of the wind shield and reflected on the lower
edge. According to this configuration, the "light emission area" is
defined at the lower edge of the wind shield. In addition, the
instrument panel light emission line may be constituted by a
plurality of linear light emission areas formed on the instrument
panel.
[0167] Furthermore, the number and layout of many light emitting
elements configuring the instrument panel light emission line 41
may be varied as necessary. In addition, the instrument panel light
emission line for displaying the shiftable light emission spot may
be realized by a self-emitting panel such as a band-shaped organic
electroluminescence (EL) in place of the configuration of light
emitting diodes.
[0168] According to the embodiments, the "inoperative state of
driving assist device" corresponds to the operative state of the
LKA, while the "operative state of driving assist device"
corresponds to the stopping state of the LKA. Accordingly, the
reference position is switched based on whether the LKA is
operating. However, the driving assist function used as a trigger
for switching the reference position is not limited to the LKA
described above. The reference position may be switched based on
the operation and stop of various types of functions capable of
functioning as the "driving assist device".
[0169] For example, the reference position may be switched in
response to automatic lane change, automatic passing, or the like
under the operative state of the LKA. Furthermore, the reference
position may be switched based on the operation of the ACC.
Alternatively, the reference position may be switched in response
to an operation of completely automatic driving constantly
performing all controls by the automatic driving system mounted on
the vehicle.
[0170] According to the embodiments, the shift speeds of the light
emission spot to the left and the right are equalized. However, the
shift speeds of the light emission spot may be varied as
appropriate. In a state that the shift speed of the light emission
spot is excessively high, the corresponding light emission spot is
visually recognized as only linear light emission in the peripheral
view of the driver. Accordingly, the shift of the light emission
spot is not perceivable. It is therefore preferable that the shift
speed of the light emission spot is set to the maximum speed in the
speed range recognizable by the driver as movement of the spot to
realize attraction of attention.
[0171] Furthermore, in the light emission control modes for
notification about an event, the shift speed of the light emission
spot to the right may be different from the shift speed of the
light emission spot to the left. In addition, the shift speed of
the light emission spot during operation of the driving assist
function may be different from the shift speed of the light
emission spot during non-operation of the driving assist function.
Moreover, the light emission spot flowing from the reference
position RPm toward the left during manual operation may
continuously shift to the end 52b without ending the shift at the
end position EP.
[0172] The light emission spot in the embodiments cyclically
repeats blinking to change brightness in the state notification
mode. The light emission spot may be turned off in the darkest
state during the blinking operation. Furthermore, brightness of the
light emission spot may be changed by varying a tone (brightness)
of the emission color in addition to variations of luminance, or in
place of variations of luminance. Alternatively, the light emission
spot may be a display which cyclically repeats expansion and
contraction in the width direction WD.
[0173] The light emission spot according to the embodiments
presents information about the operation state of the driving
assist function, the risk level, and the like to the driver.
However, the information presented by the light emission spot is
not limited to these items of information. For example, the
instrument panel light emission line may light the light emission
spot for attraction of attention in case of occurrence of
abnormality of the self-vehicle A. In this case, indicators are
displayed on the combination meter, the HUD device, and the like as
well as attraction of attention by the light emission spot. The
emission color of the light emission spot is equalized with the
display color of the indicators, such as blue, red, and other
colors easily noticeable by the driver.
[0174] The light emission device is provided on a right-handle
vehicle according to the embodiments. However, needless to say,
modes for a light emission device mounted on a left-handle vehicle
are also regarded as embodiments.
[0175] In the looking-aside notification mode of the embodiments,
the visual line of the driver is guided toward the front by the
light emission spot shifting to the center of the combination meter
regardless of whether the driving assist function (device) is
operating. However, the visual line of the driver may be guided to
the reference position RPa at the center of the CID during
operation of the driving assist device. As described above, the
destination position for attraction of attention for correcting the
looking-aside state may be varied in accordance with the operation
of the driving assist function similarly to the reference position.
In addition, the destination position may be disposed substantially
at the same position as the reference position. Furthermore, the
destination position in the looking-aside notification mode may be
disposed in a direction to which the visual line of the driver is
desired to be directed.
[0176] In the risk target warning mode according to the second
embodiment, the length of the light emission spot 51 is changed by
the plurality of adjusting methods. However, use of these adjusting
methods may be omitted as necessary. Furthermore, in case of
presence of a large number of risk targets requiring warnings, for
example, the light emission spot need not follow the risk
targets.
[0177] According to the first embodiment, the internal risk level
is determined based on the degree of carelessness of the driver.
However, the determination method of the internal risk level may be
changed as necessary. For example, the risk determination unit may
determine the risk level of the driver, based on the degree of
sleepiness of the driver, a staggering behavior of the self-vehicle
A, information about other vehicles traveling around the
self-vehicle A, and the like.
[0178] According to the embodiments, the functions performed by the
respective processors 21 and 22 of the control circuit 20a may be
performed by hardware and software different from the processors 21
and 22, or a combination of these hardware and software. For
example, in case of a vehicle onboard network from which the HCU
100 is removed, a part or all of processes such as a reference
position setting process and a light emission mode setting process
may be executed by a control circuit of a light emission device, a
control circuit of a vehicle control ECU, or others.
* * * * *