JP2020083048A - Image display device - Google Patents

Abstract

To provide an image display device that can display on a display part an image by which a driver can grasp a state of approch of an obstacle to be avoided from colliding to an own vehicle, when automatic steering control is executed in order to avoid the own vehicle from colliding with the obstacle.SOLUTION: A driving support device comprises a driving support ECU 10 and a display ECU 50. The driving support ECU 10 executes automatic steering avoidance control in order to avoid an obstacle in a travelling direction of an own vehicle. The display ECU 50 displays on a display part 51 either of an image of a right-side periphery and an image of a left-side periphery according to a steering avoidance direction, from when the execution of the automatic steering avoidance control is started until when the automatic steering avoidance control is finished and when a prescribed condition is satisfied.SELECTED DRAWING: Figure 1

Description

The present invention relates to an image display device that displays an image including an obstacle existing around a host vehicle on a display unit.

BACKGROUND ART Conventionally, a vehicle (hereinafter, also referred to as “own vehicle”) equipped with a collision avoidance device that performs control for avoiding a collision with an obstacle is known. The collision avoidance device performs automatic braking control for decelerating the own vehicle by automatic braking when an obstacle with which the own vehicle is likely to collide is detected by a sensor such as a camera or a radar included in the own vehicle. Further, the collision avoidance device performs automatic steering avoidance control in which, in addition to automatic braking, the steering device automatically steers the vehicle away from the obstacle.

An own-vehicle equipped with such a collision avoidance device is equipped with an image display device that displays a peripheral image representing a peripheral region of the own-vehicle on a display unit based on a captured image captured by a camera. Patent Document 1 discloses an image display device that includes a clearance sonar and a camera, and continues to display a captured image of the camera even when the obstacle enters the blind spot of the clearance sonar while the obstacle is within the imaging range of the camera. Disclosure.

JP, 2013-190957, A

As shown in FIG. 3, when the collision avoidance device executes the collision avoidance control (automatic steering avoidance control) to stop the own vehicle (SV), the driver of the surroundings of the own vehicle (SV) visually recognizes it. Therefore, there is a high possibility that an obstacle exists in a range in which it is difficult to directly confirm the obstacle (for example, the pedestrian (100)) (for example, a local range on the rear side of the vehicle (SV)). Therefore, it becomes difficult for the driver to accurately grasp the distance between the obstacle and the vehicle (SV). In this case, the driver cannot immediately determine the driving operation (determine whether or not the own vehicle (SV) may be started) depending on the approaching state of the obstacle and the own vehicle (SV). May occur, which is not preferable.

The present invention has been made to address the above-mentioned problems. That is, one of the objects of the present invention is to determine the approach state between the obstacle and the subject vehicle that are the subject of collision avoidance when the automatic steering control for avoiding the collision of the subject vehicle with the obstacle is executed. An object of the present invention is to provide an image display device (hereinafter, also referred to as “device of the present invention”) that can display an image that a driver can easily understand on a display unit.

The device of the present invention has an obstacle detection unit (11) for detecting an obstacle (100) in the traveling direction of the vehicle (SV), and when it is determined that the vehicle collides with the detected obstacle, In order to avoid a collision with the obstacle, in addition to executing automatic braking control that reduces the speed (Vs) of the vehicle by controlling a braking device (32) of the vehicle, steering of the vehicle Collision avoidance device (10) for executing automatic steering avoidance control for steering the vehicle by controlling the devices (41, 42) to change the steered wheels of the vehicle.
Applies to vehicles with.
The device of the present invention generates a display image based on a display section (51), a camera (12) that captures at least a part of a region around the vehicle, and a captured image captured by the camera, An image display control unit (50) for displaying the generated display image on the display unit, wherein the image display control unit is
From the time when the execution of the automatic steering avoidance control is started to the time when the predetermined condition is satisfied after the completion of the automatic steering avoidance control (after the determination in step 505 is “Yes”, the step (Until it is judged "Yes" in 545),
Based on the steering avoidance direction which is the direction in which the vehicle is steered in order to avoid a collision with the obstacle or the steering avoidance direction and the position of the obstacle, in the area around the vehicle, On the other hand, an image including the range in which the obstacle on the side opposite to the steering avoidance direction exists, in which the approach state between the obstacle and the vehicle is visible and including the entire obstacle is displayed. It is configured to generate as an image (step 520, step 525, step 720) and display the generated display image on the display unit (step 535).

According to the device of the present invention, when the automatic steering control is executed, an image is displayed on the display unit that makes it easy for the driver to grasp the distance (approach state) between the obstacle that has been a collision avoidance target and the host vehicle. it can.

In the above description, in order to help understanding of the present invention, the names and/or reference numerals used in the embodiments are added in parentheses to the configurations of the invention corresponding to the embodiments described later. However, each component of the present invention is not limited to the embodiment defined by the name and/or code.

FIG. 1 is a schematic configuration diagram of a driving support device including an image display device according to an embodiment of the present invention. FIG. 2 is a plan view of the vehicle showing the arrangement of the radar sensor and the camera. FIG. 3 is a diagram for explaining an outline of the collision avoidance control and a display image displayed when the collision avoidance control is executed. FIG. 4 is a diagram for explaining an image displayed on the display unit when the collision avoidance control is executed. FIG. 5 is a flowchart showing a routine executed by the CPU of the display ECU. FIG. 6 is a diagram for explaining an image displayed on the display unit when the collision avoidance control is executed. FIG. 7 is a flowchart showing a routine executed by the CPU of the display ECU.

Hereinafter, an image display device according to an embodiment of the present invention will be described with reference to the drawings. This image display device is incorporated in a driving support device (hereinafter, also referred to as “present embodiment device”). The driving support device is also called a “collision avoidance device”. In all the drawings of the embodiments, the same or corresponding parts are designated by the same reference numerals.

<Structure>
As shown in FIG. 1, the present embodiment device is applied to a vehicle SV (see FIG. 2). The vehicle SV to which the present embodiment is applied may be referred to as “own vehicle SV” to distinguish it from other vehicles. The present embodiment includes a driving assistance ECU 10, an engine ECU 20, a brake ECU 30, an electric power steering ECU (hereinafter referred to as “EPS/ECU”) 40, and a display ECU 50. The display ECU 50 is also referred to as an “image display control unit” for convenience.

These ECUs are connected to each other via a CAN (Controller Area Network) in a data exchangeable (communicable) manner. Each ECU includes a microcomputer. The microcomputer includes a CPU, ROM, RAM, interface (I/F) and the like. The CPU implements various functions by executing instructions (programs, routines) stored in the ROM. In the following, the driving assistance ECU 10 is also simply referred to as “DSECU”.

A plurality of radar sensors 11a to 11e, a plurality of cameras 12a to 12d, a vehicle speed sensor 13, a yaw rate sensor 14, and an acceleration sensor 15 are connected to the DSECU. The DSECU is adapted to receive the detection signals or output signals of those sensors. Each sensor may be connected to an ECU other than the DS ECU. In that case, the DSECU receives the detection signal or the output signal of the sensor from the ECU to which the sensor is connected via the CAN.

In the following, the plurality of radar sensors 11a to 11e are collectively referred to as "radar sensor 11" when it is not necessary to distinguish them. The plurality of cameras 12a to 14d are collectively referred to as "camera (imaging device) 12" when it is not necessary to distinguish them.

The radar sensor 11 is a well-known sensor that uses millimeter wave radio waves (hereinafter referred to as “millimeter waves”). The radar sensor 11 acquires target information that specifies the distance between the own vehicle SV and the three-dimensional object, the relative speed between the own vehicle SV and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the own vehicle SV, and the like. The standard information is output to DS ECU. The target information may be detected by using a lidar (LiDAR) instead of the radar sensor 11 or together with the radar sensor 11.

The radar sensors 11a to 11e are arranged at predetermined positions of the vehicle body 200 shown in FIG. 2 and acquire target information of a three-dimensional object existing in a region described below.

The radar sensor 11a acquires target information of a three-dimensional object existing in the front right area of the host vehicle SV.
The radar sensor 11b acquires target information of a three-dimensional object existing in the front area of the host vehicle SV.
The radar sensor 11c acquires target information of a three-dimensional object existing in the front left area of the host vehicle SV.
The radar sensor 11d acquires target information of a three-dimensional object existing in the right rear area of the vehicle SV.
The radar sensor 11e acquires target information of a three-dimensional object existing in the left rear area of the host vehicle SV.

The camera 12 is a digital camera having a built-in image sensor including a CCD (charge coupled device) or a CIS (CMOS image sensor). The camera 12 employs a wide-angle lens. Therefore, the angle of view of the camera 12 is wide (for example, about 180 deg).

As will be described below, each of the cameras 12a to 12d is provided at a predetermined position of the vehicle body 200 shown in FIG. 2, and each time a predetermined time elapses, an image of the surrounding area of the vehicle SV corresponding to the position is captured. By doing so, the imaging data (also referred to as “imaging image”) of the peripheral area is acquired.

The camera 12a is provided in a substantially central portion of the front bumper 201 in the vehicle width direction and acquires imaged data in front of the host vehicle SV (hereinafter, referred to as “front imaged image”).
The camera 12b is provided on the wall portion of the rear trunk 203 at the rear of the vehicle body 200, and acquires the imaged data behind the vehicle SV (hereinafter, referred to as “rear imaged image”).
The camera 12c is provided at the position where the right side door mirror 204 is provided, and acquires the imaged data of the right side of the host vehicle SV (hereinafter referred to as “right side imaged image”).
The camera 12d is provided at the position where the left side door mirror 205 is provided, and acquires the left-side imaged data of the host vehicle SV (hereinafter, referred to as “left-sided imaged image”).

The camera 12 has an image analysis function, and is capable of detecting (recognizing) a three-dimensional object (obstacle (eg, person, other vehicle) included in the captured image by analyzing the captured image. Is becoming That is, the camera 12 extracts an obstacle from the captured image, information indicating that the captured image includes the obstacle, the relative position of the obstacle with respect to the own vehicle SV, and the shape of the obstacle (width of the obstacle, etc.). ) Etc. (hereinafter referred to as “obstacle information”) can be acquired. The camera 12 transmits the imaging data and the acquired obstacle information to the DSECU. Further, the camera 12 transmits the captured image data and the acquired obstacle information to the display ECU 50 via the DSECU. The camera 12 may directly transmit the image pickup data and the acquired obstacle information to the display ECU 50.

Referring to FIG. 1 again, the vehicle speed sensor 13 detects the vehicle speed of the host vehicle SV and outputs a signal indicating the vehicle speed Vs. The vehicle speed sensor 13 may be a wheel speed sensor provided for each of the four wheels of the host vehicle SV. The DS ECU may acquire the vehicle speed Vs indicating the speed of the host vehicle SV based on the wheel speed of each wheel detected by the vehicle speed sensor 13 (wheel speed sensor).

The yaw rate sensor 14 detects the yaw rate of the host vehicle SV and outputs a signal representing the yaw rate. The yaw rate is defined to have a positive value when the host vehicle SV is steered in the left turning direction and a negative value when the host vehicle SV is steered in the right turning direction. There is.

The acceleration sensor 15 detects the acceleration of the host vehicle SV and outputs a signal indicating the detected acceleration Gs. When the acceleration Gs has a negative value, the magnitude (absolute value) of the acceleration Gs represents deceleration.

The engine ECU 20 is connected to the engine actuator 21. The engine actuator 21 includes a throttle valve actuator that changes the opening degree of the throttle valve of the engine 22. The engine ECU 20 can change the torque generated by the engine (internal combustion engine) 22 by driving the engine actuator 21. The torque generated by the engine 22 is transmitted to the drive wheels via a transmission (not shown).

Therefore, the engine ECU 20 can control the driving force of the host vehicle SV and change the acceleration state (acceleration) by controlling the engine actuator 21. When the host vehicle SV is a hybrid vehicle, the engine ECU 20 can control the driving force of the host vehicle SV generated by one or both of the “engine and the electric motor” as the vehicle drive source. Further, when the host vehicle SV is an electric vehicle, the engine ECU 20 can control the driving force of the host vehicle SV generated by the electric motor as the vehicle drive source.

The brake ECU 30 is connected to the brake actuator 31. The brake actuator 31 is provided in a hydraulic circuit between a master cylinder (not shown) that pressurizes hydraulic oil by the pedaling force of a brake pedal and a friction brake mechanism 32 provided on the left and right front wheels. The friction brake mechanism 32 includes a brake disc 32a fixed to the wheels and a brake caliper 32b fixed to the vehicle body.

The brake actuator 31 adjusts the hydraulic pressure supplied to the wheel cylinder incorporated in the brake caliper 32b according to an instruction from the brake ECU 30, and operates the wheel cylinder by the hydraulic pressure to press the brake pad against the brake disc 32a to cause friction. Generates braking force. Therefore, the brake ECU 30 can change the acceleration state (deceleration (negative acceleration Gs)) by controlling the braking force of the host vehicle SV by controlling the brake actuator 31.

The EPS/ECU 40 is a well-known control device for an electric power steering system, and is connected to a motor driver 41. The motor driver 41 is connected to the steering motor 42. The steered motor 42 is incorporated in a "steering mechanism including a steering handle SW, a steering shaft SF, and a steering gear mechanism (not shown)." The steered motor 42 generates a torque by the electric power supplied from the motor driver 41, and can generate a steering assist torque or steer the left and right steered wheels by this torque. That is, the steering motor 42 can change the steering angle of the host vehicle SV (also referred to as the “steering angle” or “steering angle”).

Further, the EPS/ECU 40 is connected to the steering angle sensor 43 and the steering torque sensor 44. The steering angle sensor 43 detects the steering angle of the steering wheel SW of the vehicle SV and outputs a signal indicating the steering angle θs. The steering torque sensor 44 detects the steering torque applied to the steering shaft SF of the host vehicle SV by operating the steering handle SW, and outputs a signal representing the steering torque. The steering angle θs and the steering torque have a positive value when the host vehicle SV is steered in the left turning direction, and have a negative value when the host vehicle SV is steered in the right turning direction. Is defined as

The EPS/ECU 40 detects the steering torque input to the steering wheel SW by the driver by the steering torque sensor 44, and drives the steering motor 42 based on the steering torque. The EPS/ECU 40 imparts a steering torque (steering assist torque) to the steering mechanism by driving the steering motor 42, thereby assisting the driver's steering operation.

In addition, when the EPS/ECU 40 receives a steering command from the DSECU via the CAN during execution of automatic steering avoidance control (collision avoidance control) described later, the EPS/ECU 40 drives the steering motor 42 based on the steering command. .. Therefore, the DS ECU can automatically change the steering angle of the steered wheels of the host vehicle SV via the EPS/ECU 40 (that is, without requiring the steering operation by the driver) (the steered wheels can be steered). ..).

The display ECU 50 is connected to the display unit 51 and the image recording unit 52. The display ECU 50 performs image processing and the like by using the front captured image, the rear captured image, the left side captured image, and the right side captured image, which are acquired by the camera 12, in response to an instruction from the DSECU, thereby capturing these captured images. From this, an image (hereinafter, referred to as a "peripheral image") representing at least a part of the area around the host vehicle SV is generated. Then, the display ECU 50 displays the generated peripheral image on the display unit 51 in response to the instruction from the DSECU. The display ECU 50 may be omitted, and the function of the display ECU 50 may be included in the DSECU.

As an example of the peripheral image, for example, these captured images are images adjusted for display. The image adjusted for display is, for example, a peripheral image viewed from the viewpoint of the lens of the camera 12.

Another example of the peripheral image is, for example, a composite image showing a region around the own vehicle SV viewed from an arbitrary virtual viewpoint around the own vehicle SV using these captured images. The composite image is a peripheral image (also referred to as “virtual viewpoint image”) of the surroundings of the own vehicle SV from a virtual viewpoint set at an arbitrary position around the own vehicle SV. A method of generating a virtual viewpoint image is well known (see, for example, JP 2012-217000 A, JP 2016-192772 A, JP 2018-107754 A, etc.). It should be noted that a vehicle image (for example, a polygon indicating the shape of the vehicle) or the like may be further combined (superposed) with the captured image and the combined image, and these superimposed images are also called peripheral images.

The outline of the method of generating the virtual viewpoint image will be briefly described. The display ECU 50 projects pixels included in the front captured image, the rear captured image, the left side captured image, and the right side captured image onto a predetermined projection curved surface (for example, a bowl-shaped curved surface) in a virtual three-dimensional space. The center of the projected curved surface is defined as the position of the vehicle SV. The portion other than the center of the projection curved surface corresponds to the front captured image, the rear captured image, the left side captured image, and the right side captured image, and the display ECU 50 displays the front captured image and the rear captured image in the portion other than the center of the projected curved surface. , Pixels included in the left-side captured image and the right-side captured image are projected. The display ECU 50 arranges a polygon representing the shape of the vehicle at the center of the projected curved surface. Then, the display ECU 50 sets a virtual viewpoint in the virtual three-dimensional space, and cuts out a predetermined region of the projection curved surface included in the predetermined viewing angle as an image when viewed from the virtual viewpoint. Further, a vehicle (a polygon representing the shape of the vehicle) included in a predetermined viewing angle viewed from a virtual viewpoint is superimposed on the cut image. As a result, a virtual viewpoint image is generated.

The display unit 51 is a touch panel type display on which the peripheral image generated by the display ECU 50 is displayed. The display unit 51 may be another type of display such as a head-up display. The image recording unit 52 is a storage device (recording device) including a hard disk or the like for storing the peripheral image displayed on the display unit 51. The storage device may be configured to store the peripheral image in a recording medium such as a memory card.

(Collision avoidance control-overview)
As described above, the DS ECU executes the collision avoidance control in order to avoid the collision with the obstacle. This collision avoidance control includes automatic braking control and automatic steering avoidance control.

The automatic braking control determines the target deceleration Dctgt which is the deceleration (that is, the negative acceleration Gs) required to avoid the collision when the own vehicle SV is likely to collide with an obstacle, and the own vehicle SV is determined. This control is performed so that the actual acceleration Gs of the SV matches the target deceleration Dctgt.

The automatic steering avoidance control determines a bypass travel route for avoiding a collision when a collision with an obstacle cannot be avoided only by the automatic braking control, and the actual travel route of the host vehicle SV is bypassed. It is a control to match with. Note that this collision avoidance control is a well-known control (see, for example, JP 2012-116403 A and JP 2017-027292 A), and will be briefly described below.

(Collision avoidance control-Automatic braking control)
First, the automatic braking control will be described. Based on the target information received from the radar sensor 11 (11a to 11c) and the front captured image (obstacle information) received from the front camera 12a, the DSECU is set in the front area of the vehicle SV described below. Get information about a target (three-dimensional object).
-Vertical distance Dx, which is the distance in the front-back direction (X-axis direction) of the target with respect to the vehicle SV
The lateral distance Dy, which is the distance in the left-right direction (Y-axis direction) of the target with respect to the own vehicle SV
・Relative lateral velocity Vy of target (amount of change in lateral distance Dy of target per unit time)
-Relative vertical velocity Vx of target (change amount of vertical distance Dx of target per unit time)
・Width Wd of target

The DSECU defines the XY coordinates. The X axis is a coordinate axis extending along the front-rear direction of the host vehicle SV so as to pass through the center position in the width direction of the front end portion of the host vehicle SV, and having the front as a positive value. The Y-axis is a coordinate axis that is orthogonal to the X-axis and has a positive value in the left direction of the vehicle SV. The origin of the X axis and the origin of the Y axis are the center positions in the width direction of the front end portion of the host vehicle SV. The information about the target is acquired based on the XY coordinates.

When the vehicle speed Vs, the steering angle θs, the moving speed, the moving direction, and the like of the target are assumed to be unchanged based on the moving locus of the target, the DS ECU sets the vertical distance Dx of the target to “0”. The approach lateral distance Dyr which is the lateral distance Dy at this time is predicted. If the relationship of the following equation (1) is established for the approaching lateral distance Dyr, the DSECU determines that the target is an “obstacle” that is highly likely to collide with the host vehicle SV.

|Dyr|<Wo/2+Wd/2+Lm (1)

Here, Wo is the vehicle width (length in the left-right direction) of the host vehicle SV, and Lm is a predetermined length (collision determination margin).

In other words, when the vertical distance Dx of the target becomes “0”, the left end of the target is on the left side of the “position that is apart from the right end of the host vehicle SV rightward by the collision determination margin Lm”, and If the right end of the target is on the right side of the "position leftward from the left end of the host vehicle SV by the collision determination margin Lm", the DSECU determines that the target is an "obstacle".

When the obstacle is specified, the DS ECU calculates the collision time TTC, which is an estimated time until the host vehicle SV collides with the obstacle, based on the vertical distance Dx of the obstacle and the relative vertical speed Vx. Specifically, the collision time TTC is calculated by inverting the sign of a value obtained by dividing the vertical distance Dx by the relative vertical velocity Vx (that is, TTC=-Dx/Vx).

When the collision time TTC is smaller than the predetermined time threshold Tth (specifically, when the collision time TTC is a positive value and the absolute value of the collision time TTC is smaller than the time threshold Tth), the DSECU automatically Start braking control. If the collision time TTC is smaller than the time threshold Tth, it is difficult for the driver who is aware of the obstacle to stop the host vehicle SV at a position before the obstacle even if the driver performs a normal braking operation. The time is set so that

During execution of the automatic braking control, the DSECU determines the target deceleration Dctgt. More specifically, the required deceleration Dcreq, which is the acceleration Gs required to stop the vehicle SV when it travels the travel distance Dd, is calculated by the following equation (2).

^{Dcreq = - (1/2) · Vs} 2 / Dd ...... (2)

The DS ECU calculates the necessary deceleration Dcreq by substituting the difference between the vertical distance Dx of the obstacle and the predetermined length (stop position margin) Lv into the equation (2) as the traveling distance Dd (that is, Dd). =Dx-Lv).

If the magnitude |Dcreq| of the required deceleration Dcreq is greater than the magnitude |Dcmax| Set to Dcmax. On the other hand, if the magnitude |Dcreq| of the required deceleration Dcreq is less than or equal to the magnitude |Dcmax| of the maximum deceleration Dcmax, the DSECU sets the value of the target deceleration Dctgt to the required deceleration Dcreq. The maximum deceleration Dcmax is set to the maximum deceleration at which slip does not occur between the wheel (not shown) of the vehicle SV and the road surface due to the generation of the braking force for reducing the vehicle speed Vs.

The DS ECU transmits a request signal to the engine ECU 20 and the brake ECU 30 so that the actual acceleration Gs becomes equal to the target deceleration Dctgt. Specifically, the DS ECU transmits a request signal requesting the brake ECU 30 to generate a braking force such that the actual acceleration Gs becomes equal to the target deceleration Dctgt. In addition, the DS ECU transmits a request signal requesting the engine ECU 20 to set the drive torque Tq to “0”. As a result, the vehicle speed Vs decreases and eventually becomes "0".

(Collision avoidance control-Automatic steering avoidance control)
Next, the automatic steering avoidance control will be described. If the magnitude |Dcreq| of the required deceleration Dcreq is larger than the magnitude |Dcmax| of the maximum deceleration Dcmax, which is the maximum value of the deceleration of the host vehicle SV, collision with an obstacle can be avoided only by automatic braking control. There is a high possibility that you cannot do it. In this case, the DSECU attempts to acquire a detour travel route that is a travel route of the host vehicle SV that can avoid a collision with an obstacle and does not cause a collision with another target.

The detour travel route is a route that satisfies the following condition (A) and condition (B).
(A) When the host vehicle SV travels on the bypass travel route, it does not collide with a target including an obstacle.
(B) The maximum value of the magnitude |θs| of the steering angle θs when the host vehicle SV travels on the bypass traveling route is smaller than the predetermined maximum steering angle θmax.

In the example of FIG. 3, the detour travel route is represented by the one-dot chain line arrow L1. When the host vehicle SV travels on the bypass travel route (L1), it is possible to avoid a collision with the pedestrian 100, which is an obstacle. In addition, the maximum value of the steering angle θs when the host vehicle SV travels on the bypass travel route (L1) is smaller than the maximum steering angle θmax.

When the detour travel route (L1) is acquired, the DSECU controls the steering angle θs by the steering assist torque generated by the steering motor 42 so that the host vehicle SV travels on the detour travel route (L1). I do. That is, the DSECU executes the automatic braking control while executing (in addition to executing) the automatic braking control.

As a result, the host vehicle SV stops while avoiding the collision with the obstacle (pedestrian 100) by the automatic braking control and the automatic steering avoidance control. The own vehicle SV indicated by the broken line in FIG. 3 represents the position of the own vehicle SV when the vehicle stops while avoiding the collision with the obstacle (pedestrian 100) by the automatic braking control and the automatic steering avoidance control.
The above is the outline of the collision avoidance control.

<Outline of operation>
By the way, when the vehicle SV stops while avoiding a collision with an obstacle by the above-mentioned automatic braking control and automatic steering avoidance control, the driver cannot immediately grasp the distance between the vehicle SV and the obstacle. Can be. For example, in the example illustrated in FIG. 3, the pedestrian 100, which is an obstacle, is a range in the vicinity of the own vehicle SV in which it is difficult for the driver to directly visually confirm the pedestrian 100 (for example, the rear side of the own vehicle SV Local range).

Therefore, it becomes difficult for the driver to accurately grasp the distance (approach state) between the pedestrian 100 and the own vehicle SV. In this case, the determination of the driving operation according to the approach state between the pedestrian 100 and the host vehicle SV (determination as to whether or not the host vehicle SV may be started after the host vehicle SV is stopped by the automatic steering avoidance control). It is not preferable because the driver may not be able to do it immediately.

Therefore, from the time when the execution of the automatic steering avoidance control is started to the time when the below-described image display end condition is satisfied, the display ECU 50 generates the peripheral image and displays the generated peripheral image on the display unit as follows. Display at 51.

That is, first, the display ECU 50 determines whether the steering avoidance direction, which is the direction in which the host vehicle SV is steered in order to avoid the collision with the obstacle by the automatic steering avoidance control, is the right direction or the left direction. To do. For example, the display ECU 50 determines that the steering avoidance direction is the right direction when the detour travel route of the host vehicle SV is a curved track that turns to the right. When the detour travel route of the host vehicle SV is a curved track that turns to the left, it is determined that the steering avoidance direction is the left direction. The method of determining the steering avoidance direction is not limited to this.

When the steering avoidance direction of the host vehicle SV is the right direction of the host vehicle SV, the pedestrian 100 is on the opposite side of the host vehicle SV from the steering avoidance direction of the host vehicle SV (that is, on the left side of the host vehicle SV). Area) is likely to exist.

Therefore, the display ECU 50 has a peripheral image (hereinafter, referred to as a “left peripheral image”) whose center is the peripheral area on the left side of the own vehicle SV, which is a part of the area around the own vehicle SV. .) as a display image. Then, the display ECU 50 displays the generated left peripheral image on the display unit 51.

As shown in block B1 of FIG. 3, an example of the left side peripheral image is set to a predetermined position above and to the left of the position of the host vehicle SV (center of the projected curved surface) in the virtual three-dimensional space, for example. From the virtual viewpoint, there is a high possibility that there is an area (the pedestrian 100) on the projection curved surface included in a predetermined viewing angle when the projection curved surface is viewed (the peripheral area on the left side of the vehicle SV is the center of the image). It is a peripheral image (virtual viewpoint image) obtained by cutting out a region) as an image. As described above, the vehicle image GV (polygon representing the vehicle) corresponding to the own vehicle SV viewed from the virtual viewpoint is superimposed on the peripheral image as an image corresponding to the own vehicle SV.

This left-side peripheral image is capable of visually observing the approaching state of the obstacle (pedestrian 100) existing in the peripheral region on the left side of the own vehicle SV and the own vehicle SV, and includes the entire obstacle (pedestrian 100). It is a peripheral image. Such a peripheral image makes it easy to grasp the distance (approach state) between the host vehicle SV and the obstacle (pedestrian 100).

Although illustration is omitted, when the steering avoidance direction of the own vehicle SV is the left direction of the own vehicle SV, the pedestrian 100 is on the opposite side of the own vehicle SV from the steering avoidance direction of the own vehicle SV (that is, There is a high possibility that the vehicle exists at a position on the right side of the host vehicle SV).

Therefore, the display ECU 50 has a peripheral image (hereinafter referred to as a “right peripheral image”) whose center is the peripheral area on the right side of the own vehicle SV, which is a partial range of the peripheral area of the own vehicle SV. .) as a display image. Then, the display ECU 50 displays the generated right peripheral image on the display unit 51.

As shown in block B2 of FIG. 4, an example of the right side peripheral image is set to a predetermined position on the right side and above the position (center of the projected curved surface) of the vehicle SV in the virtual three-dimensional space, for example. From the virtual viewpoint, there is a high possibility that there is an area (a pedestrian 100) on the projection curved surface included in a predetermined viewing angle when the projection curved surface is viewed (the peripheral area on the right side of the vehicle SV is the center of the image). It is a peripheral image (virtual viewpoint image) obtained by cutting out a region) as an image. As described above, the vehicle image GV (polygon representing the vehicle) corresponding to the own vehicle SV viewed from the virtual viewpoint is superimposed on the peripheral image as an image corresponding to the own vehicle SV.

This right-side peripheral image is capable of visually observing the approach state between the obstacle (pedestrian 100) existing in the right-side peripheral area of the own vehicle SV and the own vehicle SV, and includes the entire obstacle (pedestrian 100). It is a peripheral image. Such a peripheral image makes it easy to grasp the distance (approach state) between the host vehicle SV and the obstacle (pedestrian 100).

When the automatic steering avoidance control is executed in this way, by selectively displaying an image including a range in which an obstacle is likely to exist in the surroundings of the host vehicle SV according to the steering avoidance direction, An image in which the distance between the host vehicle SV and the obstacle can be easily grasped can be displayed on the display unit 51. As a result, the driver can easily understand the distance (approach state) between the host vehicle SV and the obstacle by looking at the image.

If the automatic steering avoidance control is executed and such an image is not displayed and only the front imaged image acquired by the front camera 12a is displayed on the display unit 51, the following may occur. It is not preferable. That is, due to the execution of the automatic steering avoidance control, an image in which an obstacle deviates from the angle of view of the camera 12a in front and an image in which the obstacle is not included or an image in which the obstacle is hidden in the vehicle SV may be displayed. possible. Therefore, when the automatic steering avoidance control is executed, it may be difficult for the driver to grasp the approach state between the host vehicle SV and the obstacle.

The display ECU 50 records (saves) the peripheral image displayed on the display unit 51 in the image recording unit 52 from the time when the execution of the automatic steering avoidance control is started to the time when the below-described image display end condition is satisfied. ) Continue. As a result, it is possible to continue recording an image that makes it easy to grasp the approaching state of the host vehicle SV and the obstacle. For example, in a drive recorder that records only a front-captured image, an obstacle may be out of the angle of view of the camera due to automatic steering avoidance control. It is not possible to continue recording an image that makes it easy to grasp the approaching state of an obstacle.

<Specific operation>
Next, a specific operation of the CPU of the display ECU 50 (may be simply referred to as “CPU”) will be described. The CPU executes the routine shown by the flowchart in FIG. 5 every time a predetermined time elapses.

Therefore, at a predetermined timing, the CPU starts the process from step 500 of FIG. 5 and proceeds to step 505 to determine whether or not the automatic steering avoidance control is being executed. When the automatic steering avoidance control is not executed, the CPU makes a “No” determination at step 505 to proceed to step 595 to end the present routine tentatively.

When the automatic steering avoidance control is being executed, the CPU makes a “Yes” determination at step 505 to proceed to step 510 to detect the steering avoidance direction by the automatic steering avoidance control.

After that, the CPU proceeds to step 515 to determine whether the steering avoidance direction is the right direction. When the steering avoidance direction is the right direction, the CPU determines “Yes” in step 515 and proceeds to step 520 to generate the left side peripheral image described above and display the generated left side peripheral image on the display unit 51. The image is selected as a display image and the process proceeds to step 530.

On the other hand, when the steering avoidance direction is the left direction, the CPU determines “No” in step 515 and proceeds to step 525 to generate the right side peripheral image described above and display the generated right side peripheral image for display. Image, and proceed to step 530.

When the CPU proceeds to step 530, it determines whether or not the automatic steering avoidance control has ended. When the automatic steering avoidance control is not completed, the CPU makes a “No” determination at step 530 to proceed to step 535, where the image selected as the display image (the left peripheral image and the right peripheral image) is selected. Any one) is displayed on the display unit 51. After that, the CPU proceeds to step 540 to save the image displayed on the display section 51 in the image recording section 52, and then proceeds to step 595 to end the present routine tentatively.

On the other hand, when the automatic steering avoidance control is completed, the CPU makes a “Yes” determination at step 530 to proceed to step 545 to determine whether the image display termination condition is satisfied. The image display termination condition is satisfied when the vehicle speed Vs of the host vehicle SV is higher than the threshold vehicle speed Vth, and when the vehicle speed Vs of the host vehicle SV is equal to or lower than the threshold vehicle speed Vth (including a case where the host vehicle SV is stopped. ) Does not hold. Therefore, when the CPU proceeds to step 545, it determines whether the vehicle speed Vs of the host vehicle SV is higher than the threshold vehicle speed Vth. The threshold vehicle speed Vth is set to a relatively small speed suitable for the determination (for example, 10 km/hour).

If the vehicle speed Vs of the host vehicle SV is less than or equal to the threshold vehicle speed Vth, the image display end condition is not satisfied, so the CPU makes a “No” determination at step 545 to sequentially perform the above-described steps 535 and 540. After the execution, the process proceeds to step 595 to end this routine once.

On the other hand, when the vehicle speed Vs of the host vehicle SV is higher than the threshold vehicle speed Vth, the image display end condition is satisfied, and therefore the CPU makes a “Yes” determination at step 545 to proceed to step 550 to display the display unit 51. After the image display is finished, the routine proceeds to step 595 and this routine is once finished.

When the routine shown in FIG. 5 is executed, the time when the image display end condition is satisfied from the time when the execution of the automatic steering avoidance control is started (that is, after the completion of the execution of the automatic steering avoidance control and the own vehicle SV). Until the vehicle starts traveling and becomes larger than the threshold vehicle speed Vth), the peripheral image (left side peripheral image or right side peripheral image) selected according to the steering avoidance direction detected in step 515 is displayed on the display unit 51. Continues to be displayed. In addition, the peripheral image continuously displayed on the display unit 51 is continuously recorded on the image recording unit 52.

As described above, according to the present embodiment, when the automatic steering avoidance control for avoiding the collision with the obstacle is executed, the obstacle between the collision avoidance target and the host vehicle SV is An image that allows the driver to easily understand the distance (approach state) can be displayed on the display unit 51.

<<Variations>>
A modified example of the present embodiment (hereinafter, referred to as a “deformed device”) will be described.

<Outline of operation>
The deformation device is a range (region on the projected curved surface) determined based on the steering avoidance direction and the obstacle so that the distance between the obstacle and the host vehicle SV can be more easily grasped when executing the automatic steering avoidance control. A peripheral image (hereinafter referred to as an “obstacle reference image”) cut out as an image is displayed on the display unit 51.

The obstacle reference image is generated based on the position of the obstacle. An example of the obstacle reference image is a predetermined image when the projection curved surface is viewed from a virtual viewpoint set at a predetermined position determined according to the steering avoidance direction and the position of the obstacle in a virtual three-dimensional space. It is the image which cut out the area|region in the projection curved surface included in the viewing angle of as an image.

When the steering avoidance direction is the right direction, the predetermined position set as the virtual viewpoint is a predetermined position on the opposite side of the own vehicle SV from the steering avoidance direction (left side of the own vehicle SV) and above the own vehicle SV and the obstacle. In addition, the region on the projection curved surface included in the predetermined viewing angle is set to a predetermined position such that the obstacle is located at the center of the region and includes the entire obstacle and the position of the host vehicle SV. Be done.

When the steering avoidance direction is the left direction, the predetermined position set as the virtual viewpoint is the predetermined position on the opposite side of the own vehicle SV from the steering avoidance direction (on the right side of the own vehicle SV) and above the own vehicle SV and the obstacle. In addition, the area on the projection curved surface included in the predetermined viewing angle is determined such that the obstacle is located at the center of the area and includes the entire obstacle and the position of the host vehicle SV. ..

For example, in block B3 of FIG. 6, as shown in FIG. 6, after the automatic steering avoidance control in which the steering avoidance direction is the right direction is executed and the host vehicle SV is stopped, the pedestrian 100 is left side of the host vehicle SV. It is an example of an obstacle reference image when it exists relatively on the rear side of the other side. That is, it is an example of the obstacle reference image when the host vehicle SV is stopped at the position of the host vehicle SV shown by the broken line.

In order to generate this example of the obstacle reference image, the predetermined position set as the virtual viewpoint is a position on the left side of the own vehicle SV and above the own vehicle SV and the pedestrian 100, and is included in the predetermined viewing angle. The determined area is determined such that the pedestrian 100 is located at the center of the area and includes the entire pedestrian 100 and the position of the host vehicle SV. An example of the obstacle reference image is an image in which a region on the projection curved surface included in a predetermined viewing angle is cut out as an image when the projection curved surface is viewed from the predetermined position thus determined.

An example of such an obstacle reference image is such that an approach state between an obstacle (pedestrian 100) existing in the peripheral area on the left side of the own vehicle SV and the own vehicle SV can be visually observed, and the obstacle (the pedestrian 100). ), and an obstacle (pedestrian 100) is located at the center of the image. In such a peripheral image, since the obstacle (pedestrian 100) is the center of the image, it is easier to understand the distance (approach state) between the host vehicle SV and the obstacle (pedestrian 100).

When the automatic steering avoidance control is executed, such an obstacle reference image is displayed on the display unit 51, so that the driver looks at the image and the distance between the host vehicle SV and the obstacle ( It becomes easier and more accurately to grasp the approach state).

<Specific operation>
The CPU of the transformation apparatus executes the routine shown in FIG. 7 instead of the routine shown in FIG. The routine of FIG. 7 is a routine in which steps 515 to 525 of FIG. 5 are replaced with steps 710 and 720.

Therefore, after detecting the steering avoidance direction in step 510, the CPU executes the processes of step 710 and step 720 described below.
Step 710: The CPU acquires the position of the obstacle based on the obstacle information acquired from the captured image.
Step 720: The CPU generates the obstacle reference image described above based on the steering avoidance direction and the position of the obstacle, and selects the generated obstacle reference image as a display image.

After that, the CPU executes the above-described processing (an appropriate step among steps 530 to 550) and then proceeds to step 795 to end the present routine tentatively.

By executing the routine shown in FIG. 7, the time when the image display end condition is satisfied from the time when the execution of the automatic steering avoidance control is started (that is, after the completion of the execution of the automatic steering avoidance control and the own vehicle SV). The obstacle reference image continues to be displayed on the display unit 51 until the vehicle starts traveling and becomes greater than the threshold vehicle speed Vth. In addition, the obstacle reference image continuously displayed on the display unit 51 is continuously recorded (saved) in the image recording unit 52.

As described above, according to the deformation device, when the automatic steering avoidance control for avoiding the collision with the obstacle is executed, the distance between the obstacle which is the collision avoidance target and the host vehicle SV. An image that makes it easier for the driver to grasp (approach state) can be displayed on the display unit 51.

As described above, one of the embodiments and modified examples of the present invention has been specifically described, but the present invention is not limited to one of the above-described embodiments and modified examples, and various types based on the technical idea of the present invention. Other modifications may be adopted.

For example, in the present embodiment, from the time when the execution of the automatic steering avoidance control is started until the time when the image display end condition is satisfied, the display unit 51 displays one of the left side peripheral image and the right side peripheral image and the obstacle. Both the object reference image may be displayed at the same time.

For example, in the present embodiment, any one of the left side peripheral image and the right side peripheral image is displayed on the display unit 51 from the time when the execution of the automatic steering avoidance control is ended to the time when the image display end condition is satisfied. You may do it. Further, in the deformation device, the obstacle reference image may be displayed on the display unit 51 from the time when the execution of the automatic steering avoidance control is ended to the time when the image display end condition is satisfied.

For example, in the present embodiment device and the modification device, the image display end condition may be that an operation switch (not shown) is operated. That is, the image display may be terminated by operating an operation switch (not shown) after executing the automatic steering avoidance control.

10... Driving support ECU, 11... Radar sensor, 12... Camera, 13... Vehicle speed sensor, 14... Yaw rate sensor, 15... Acceleration sensor, 20... Engine ECU, 30... Brake ECU, 40... EPS/ECU, 50... Display ECU , 51... Display, SV... Vehicle

Claims (1)

It has an obstacle detection unit that detects obstacles in the traveling direction of the vehicle,
When it is determined that the vehicle collides with the detected obstacle, automatic braking control for reducing the speed of the vehicle by controlling the braking device of the vehicle in order to avoid the collision with the obstacle is performed. In addition to the execution, a vehicle provided with a collision avoidance device that executes an automatic steering avoidance control for steering the vehicle by controlling the steering device of the vehicle to change the steered angle of the steered wheels of the vehicle An applied image display device,
The image display device,
Display part,
A camera for capturing an image of at least a part of a region around the vehicle,
An image display control unit that generates a display image based on a captured image captured by the camera, and displays the generated display image on the display unit;
Equipped with
The image display control unit,
From the time when the execution of the automatic steering avoidance control is started until after the automatic steering avoidance control is ended and a predetermined condition is satisfied,
Based on the steering avoidance direction which is the direction in which the vehicle is steered to avoid collision with the obstacle or the steering avoidance direction and the position of the obstacle,
In a region around the vehicle, including a range in which the obstacle on the side opposite to the steering avoidance direction with respect to the vehicle exists, the approaching state of the obstacle and the vehicle can be visually observed, and An image including the entire obstacle is generated as the display image, and the generated display image is displayed on the display unit.
Image display device.

Images