Display control device and display control method

Abstract

A display control device according to the present invention comprises a controller (30). The controller (30) acquires information about the situation around a vehicle, specifies obstacles from the information about the situation around the vehicle, acquires a travel path for the vehicle, and makes a display device (31) display the travel path and obstacles positioned within a prescribed expanded area produced by expanding the travel path in the width direction. When a first obstacle that is approaching the travel path or could approach the travel path is positioned outside the expanded area, the first obstacle is displayed at the display device (31), and when a second obstacle that is moving away from the travel path or could move away from the travel path is positioned within the expanded area, the display emphasis of the second obstacle is lower than the display emphasis of obstacles that are not the second obstacle or the second obstacle is not displayed at the display device (31).

Description

[Technical Field]

[0001] The present invention relates to a display control device and a display control method. [Background technology]

[0002] A vehicle display device that displays the stopped state of a vehicle with an automatic driving function is known (Patent Document 1). When the vehicle is in a stopped state in the future due to an obstacle in the surroundings of the vehicle while the vehicle is being driven automatically, this vehicle display device displays a stop sign that extends upward from the road surface of the surroundings. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-27996 Summary of the Invention [Problem to be solved by the invention]

[0004] The vehicle display device described in Patent Document 1 displays a stop sign to stop the vehicle, but does not display obstacles on or around the driving route, which makes it difficult to intuitively grasp obstacles that exist around the vehicle and that may affect the driving of the vehicle.

[0005] The problem to be solved by the present invention is to provide a display control device and a display control method that enable an operator to intuitively grasp obstacles that affect the traveling of the vehicle. [Means for solving the problem]

[0006] The present invention solves the above problem by identifying obstacles from information about the surrounding conditions of the vehicle, displaying on a display device the obstacles and driving route located within a predetermined enlarged range obtained by expanding the vehicle's driving route in the width direction, and when a first obstacle that is approaching the driving route or may approach the driving route is located outside the enlarged range, displaying the first obstacle on the display device, and when a second obstacle that is away from the driving route or may leave the driving route is located within the enlarged range, lowering the display emphasis level of the second obstacle below the display emphasis level of obstacles other than the second obstacle, or not displaying the second obstacle on the display device. [Effects of the Invention]

[0007] According to the present invention, obstacles that affect the traveling of the vehicle can be intuitively recognized. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a block diagram illustrating an example of a driving assistance device according to an embodiment of the present invention. [Figure 2] FIG. 2 is a block diagram showing an example of a controller etc. according to the present embodiment. [Figure 3] FIG. 2 is a schematic diagram showing a scene in which the host vehicle approaches an intersection. [Figure 4A] 10 is an example of a display image according to the present embodiment. [Figure 4B] 10 is an example of a display image according to the present embodiment. [Figure 5A] FIG. 10 is a diagram illustrating a display image according to the present embodiment. [Figure 5B] 10 is an example of a display image according to the present embodiment. [Figure 6] 10 is a flowchart showing a control process related to the display of a travel route and obstacles. [Figure 7] 7 is a flowchart showing a sub-flow of step S40 shown in FIG. 6. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing an example of a driving assistance device 1 according to this embodiment. The driving assistance device 1 performs automatic driving control of a vehicle (hereinafter referred to as "own vehicle") equipped with the driving assistance device 1 based on the driving environment around the vehicle. The own vehicle can be driven under automatic driving control by the driving assistance device 1 or manually by the driver. automatic The driving control is not limited to completely autonomous control led by the system, but may be so-called driving assistance control in which part of the drive system, such as steering, is operated by the driver.

[0010] The driving assistance device 1 includes a group of ambient environment sensors 10, a positioning device 11, a high-precision map storage unit 12, a group of vehicle sensors 20, a controller 30, a display device 31, and a group of vehicle control actuators 40. Of these, for example, the controller 30 is a display control device according to this embodiment of the present invention. control The device does not necessarily have to be installed in a driving assistance device. control The device is applicable not only to automated driving systems but also to manual driving systems.

[0011] The ambient environment sensor group 10 is a group of sensors for detecting objects around the vehicle. Objects include obstacles such as pedestrians, bicycles, cars, and motorcycles, as well as traffic-related features such as lane boundaries, road markings, and road signs.

[0012] The surrounding environment sensor group 10 includes a distance measuring device 13, a camera 14, and a communication device 15, and is installed on the vehicle. The surrounding environment sensor group 10 outputs information on the surrounding conditions of the vehicle to the controller 30. In other words, the information on the surrounding conditions of the vehicle includes information detected by the distance measuring device 13 and / or the camera, or information received by the communication device 15. An object is detected, for example, by the distance measuring device 13, the camera 14, and the communication device 15. The distance measuring device 13 is a device for calculating the relative position, relative distance, relative speed, etc. of the object with respect to the vehicle, and is, for example, a radar device such as a laser radar, or a sonar.

[0013] The camera 14 is a device that recognizes objects around the vehicle using images. Information about the objects recognized by the camera 14 includes, for example, the type of the object, the color of the object (such as the color of a traffic light, such as green, yellow, or red), the position of the object, and the relative distance between the vehicle and the object.

[0014] The distance measuring device 13 and the camera 14 output information on the surrounding conditions of the host vehicle to the controller 30 at predetermined time intervals. The controller 30 can calculate the position of the object based on the relative positions (distance and direction) of the host vehicle and the object detected by the distance measuring device 13 and / or the camera 14. The controller 30 may calculate the position of the object by adding high-precision map information stored in the high-precision map storage unit 12 to the information on the surrounding conditions of the host vehicle acquired from the distance measuring device 13 and / or the camera 14.

[0015] The communication device 15 is a device that recognizes objects around the vehicle by wireless communication, and is, for example, a device that connects to the Internet. The communication device 15 may also be a device that is compatible with a communication standard for vehicle-to-vehicle communication with other vehicles and a communication standard for road-to-vehicle communication with roadside devices. For example, the communication device 15 may perform road-to-vehicle communication with roadside devices (e.g., traffic lights) around the vehicle and receive information such as the color of the traffic lights from the roadside devices. The detection results detected by the communication device 15 are output to the controller 30 as information about the surrounding conditions of the vehicle.

[0016] The positioning device 11 is a device that measures the current position of the vehicle, and is, for example, a global positioning system (GPS) receiver. The positioning device 11 receives satellite signals from a satellite positioning system at predetermined time intervals and measures the current position of the vehicle. The measurement results by the positioning device 11 are output to the controller 30.

[0017] The high-precision map information stored in the high-precision map storage unit 12 is map information with higher accuracy than conventional navigation map information, and includes lane-by-lane information that is more detailed than road-by-road information. For example, the high-precision map information includes, as lane-by-lane information, information on lane nodes that indicate reference points such as intersections on lane reference lines (e.g., center lines) and information on lane links that indicate the section configurations of lanes between lane nodes. The high-precision map information also includes lane boundary information, which indicates the boundaries between the lane on which the host vehicle is traveling and other lane boundaries. The lane on which the host vehicle is traveling is a road on which the host vehicle is traveling, and the form of the lane is not particularly limited. Lane boundaries exist on both the left and right sides of the traveling direction of the host vehicle. The form of the lane boundary is not particularly limited, and examples include road markings (lane boundary lines, center lines, etc.) and road structures (median strips, guardrails, curbs, side walls of tunnels or expressways, etc.). Note that lane boundaries are pre-set in the high-precision map information for points where the lane boundary cannot be clearly identified (e.g., within intersections). The preset lane boundaries are imaginary lane boundaries and are not actual road markings or road structures. For example, the high-precision map information includes imaginary lane boundaries within intersections for each of going straight, turning left, and turning right.

[0018] The vehicle sensor group 20 includes sensors that detect the driving state of the vehicle and sensors that detect driving operations by the driver. The sensors that detect the driving state of the vehicle include a vehicle speed sensor 21, an acceleration sensor 22, and a gyro sensor 23. The sensors that detect driving operations include a steering angle sensor 24, an accelerator sensor 25, and a brake sensor 26.

[0019] The vehicle speed sensor 21 detects the wheel speed of the host vehicle and calculates the vehicle speed based on the wheel speed. The acceleration sensor 22 detects the acceleration in the longitudinal direction, the acceleration in the lateral direction, and the acceleration in the vertical direction of the host vehicle. The gyro sensor 23 detects the angular velocity of the rotation angle of the host vehicle around three axes including the roll axis, the pitch axis, and the yaw axis.

[0020] The steering angle sensor 24 detects the current steering angle, which is the current rotation angle (steering operation amount) of the steering wheel, which is the steering operator. The accelerator sensor 25 detects the accelerator operation amount (accelerator opening) by the driver. The brake sensor 26 detects the brake operation amount by the driver. Information on the speed, acceleration, angular velocity, steering angle, accelerator operation amount (accelerator opening), and brake operation amount of the vehicle detected by each sensor of the vehicle sensor group 20 is collectively referred to as "vehicle information." The vehicle sensor group 20 outputs the vehicle information to the controller 30.

[0021] The vehicle control actuator group 40 is a group of on-board computers such as an electronic control unit (ECU), and controls on-board devices that regulate the driving of the host vehicle. The vehicle control actuator group 40 includes a steering actuator 41 that controls the steering operation of the host vehicle, an accelerator opening actuator 42 that controls the driving speed of the host vehicle, and a brake control actuator 43. The steering actuator 41, accelerator opening actuator 42, and brake control actuator 43 autonomously control the operation of the steering device, drive device, and brake device in response to control signals input from the controller 30. This allows the host vehicle to autonomously drive along the driving route generated by the controller 30.

[0022] The steering actuator 41 controls a steering actuator that controls the steered wheels in accordance with the steering angle of a steering wheel (so-called handle).

[0023] The accelerator opening actuator 42 controls the accelerator opening of the vehicle by controlling the electric motor and / or internal combustion engine that are the driving sources for the vehicle, the power transmission device including the drive shaft and automatic transmission that transmit the output from these driving sources to the drive wheels, and the drive device that controls the power transmission device. Furthermore, the brake control actuator 43 controls the braking device that brakes the wheels of the vehicle. In the autonomous driving mode, the controller 30 inputs a control signal corresponding to the target vehicle speed to the accelerator opening actuator 42 and the brake control actuator 43.

[0024] On the other hand, in the manual driving mode, the steering actuator 41 receives, for example, a control signal from the controller 30 in accordance with the steering angle detected by the vehicle sensor group 20. The accelerator opening actuator 42 receives, for example, a control signal from the controller 30 in accordance with the accelerator opening detected by the vehicle sensor group 20. The brake control actuator 43 receives, for example, a control signal in accordance with the brake operation amount detected by the vehicle sensor group 20.

[0025] The controller 30 is a processing circuit such as an electronic control unit (ECU) that controls the driving of the vehicle. The controller 30 is also a processing circuit such as an electronic control unit (ECU) that controls a display to present the surrounding environment (surrounding conditions) of the vehicle to the occupants. The controller 30 includes a processor 32 and peripheral components such as a storage device 33. The processor 32 includes a processing circuit for running a program stored in the storage device 33.

[0026] An overview of the functions realized by the controller 30 will be described. The controller 30 can switch between an automatic driving mode in which the vehicle is driven by autonomous driving control and a manual driving mode in which the vehicle is driven manually by the driver. The controller 30 is programmed to comply with traffic laws and regulations when driving the vehicle by autonomous driving control.

[0027] In the autonomous driving mode, the controller 30 calculates a driving route for the host vehicle and drives the vehicle control actuators 40 so that the host vehicle travels along the driving route. The controller 30 realizes autonomous control of the steering and speed of the host vehicle by calculating control variables and outputting control signals to the vehicle control actuators 40 at predetermined time intervals.

[0028] In addition, the controller 30 generates a display image (human-machine interface (HMI) image) to present the surrounding environment (surrounding conditions) of the vehicle to the viewer of the display device 31 based on the surrounding environment information detected by the surrounding environment sensor group 10.

[0029] Fig. 3 shows an example of a scene in which the host vehicle 100 is traveling autonomously along a travel route 105. As shown in the example of Fig. 3, consider a scene in which the host vehicle 100 enters an intersection just before the intersection and then turns right at the intersection. A stop line 101 and a crosswalk 102 are located just before the intersection, and a traffic light 103 is installed at the back of the intersection. Furthermore, a crosswalk 104 exists beyond the point where the host vehicle 100 has turned right.

[0030] The controller 30 generates a display image for displaying to the occupant the surrounding conditions of the host vehicle 100 shown in FIG. 3. For example, as shown in FIG. 4A, the display image displays the road surface ahead of the host vehicle 100, including the lane the host vehicle 100 is traveling in and the intersections shown in FIG. 3. The display image may be a bird's-eye view image of the surroundings of the host vehicle 100, including the area ahead of the host vehicle 100, from a virtual viewpoint located diagonally above and behind the host vehicle 100. The display image may be a virtual image such as a computer graphics (CG) image, or may be a captured image captured by the camera 14. FIG. 4A is an example of a display image according to this embodiment.

[0031] As shown in FIG. 4A, the display image includes a display (host vehicle icon) V1 simulating the host vehicle 100 of FIG. 3, a display (crosswalk icon) A1 simulating the crosswalk 102 of FIG. 3, a display (traffic light icon) T1 simulating the traffic light 103 of FIG. 3, a display (crosswalk icon) A2 simulating the crosswalk 104 of FIG. 3, and a current vehicle speed display M1 of the host vehicle 100. The display image also includes a display (travel path image) R0 simulating the travel path 105 of the host vehicle 100 shown in FIG. 3. The travel path image R0 is an image having a width approximately equal to the width of the host vehicle V1, and its shape corresponds to the travel path 105 shown in FIG. 3. The travel path image R0 may be an image in which a specific color is superimposed to distinguish it from other displays. Although not shown in FIG. 3, if there is an obstacle around the host vehicle, an icon indicating the obstacle (for example, a preceding vehicle, an oncoming vehicle, or a parked vehicle) is displayed. , O Icons of people, such as motorbikes, bicycles, and pedestrians, are displayed on the display device 31.

[0032] 1 causes the generated display image to be displayed on the display device 31. Furthermore, the controller 30 performs safety checks necessary for the host vehicle to travel along the travel route in an autonomous driving manner, based on the surrounding environment information detected by the surrounding environment sensor group 10 and the high-precision map information stored in the high-precision map storage unit 12, and causes the display device 31 to display a display image including a travel route image that distinguishes between areas on the travel route of the host vehicle where safety checks have been completed and other areas (the travel route image after safety checks have been completed will be described later).

[0033] The display device 31 is mounted on the vehicle, and is, for example, a display of a navigation device, a display arranged on a meter panel, or a head-up display (HUD) device.

[0034] Fig. 2 is a block diagram showing an example of a controller according to this embodiment. As shown in Fig. 2, the controller 30 includes a vehicle speed acquisition unit 50, a surrounding information acquisition unit 51, a stop determination position acquisition unit 52, a vehicle position calculation unit 53, an approach determination unit 54, a stop possibility calculation unit 55, a travel path calculation unit 56, a travel path acquisition unit 57, an HMI drawing unit 58, an obstacle identification unit 59, and a display image generation unit 60. The functions of the blocks shown in Fig. 2 are realized by a processor 32 of the controller 30 executing a computer program stored in a storage device 33.

[0035] The vehicle speed acquisition unit 50 acquires the vehicle speed of the vehicle detected by the vehicle speed sensor 21. The surrounding information acquisition unit 51 acquires information on the surrounding conditions of the vehicle from the distance measurement device 13 and the camera 14 (vehicle neighborhood Get vehicle information neighborhood The information includes signal information of a traffic light ahead of the vehicle, information about other vehicles around the vehicle such as preceding vehicles and oncoming vehicles, information about pedestrians, etc. neighborhood Information may be acquired.

[0036] The stop determination position acquisition unit 52 acquires stop determination positions that exist on the travel route of the vehicle from the high-precision map information stored in the high-precision map storage unit 12. A stop determination position is a position where the vehicle may perform a safety check while stopped. Stop determination positions include positions where the vehicle must stop and positions where the possibility of the vehicle stopping changes depending on the situation around the vehicle. Stop determination positions include at least one of an intersection, a crosswalk, a merging point, a traffic light, and a stop line.

[0037] Explained with reference to FIG. 3, when the light color of the traffic light 103 is red, the host vehicle 100 needs to stop before the stop line 101. The host vehicle 100 needs to stop within the intersection depending on whether there is an oncoming vehicle. For example, when there is an oncoming vehicle going straight, the oncoming vehicle's straight progress has priority over the host vehicle 100 turning right, so the host vehicle 100 stops at the intersection. pointThe vehicle 100 needs to stop before the crosswalk 104 depending on whether or not there are pedestrians crossing the crosswalk 104.

[0038] The display control device and display control method according to this embodiment can intuitively convey to the viewer through their eyes information such as the possibility of the host vehicle stopping and the host vehicle stopping position by showing the driving path image as described above and displaying it on the display device 31. This can increase the number of locations and surrounding environments where the status of safety confirmation by autonomous driving can be appropriately conveyed to the viewer. Furthermore, the display control device and display control method according to this embodiment can intuitively convey to the viewer the presence of an obstacle that will affect the driving of the host vehicle by displaying obstacles on the display device 31 according to the relationship between the driving path of the host vehicle and the obstacles around the host vehicle.

[0039] The stop determination position acquisition unit 52 acquires a stop determination position that exists on the driving route from the high-precision map information, for example, at the timing when the driving route of the vehicle is input from the driving route acquisition unit 57. In the case of a stop determination position that is surrounded by other stop determination positions such as a crosswalk or a traffic light, such as an intersection, the stop determination position acquisition unit 52 may acquire each stop determination position from the high-precision map information. In the example of Fig. 3, the stop determination position acquisition unit 52 may acquire the positions (position coordinates) of the stop line 101, the crosswalk 102, the traffic light 103, and the crosswalk 104 in addition to the reference point of the intersection (information on the lane node) from the high-precision map information.

[0040] The vehicle position calculation unit 53 detects the current position of the vehicle on the high-precision map based on the positioning information obtained by the positioning device 11 and the high-precision map information stored in the high-precision map storage unit 12.

[0041] The approach determination unit 54 determines whether or not the host vehicle is approaching the stop determination position based on the stop determination position acquired by the stop determination position acquisition unit 52, the current position of the host vehicle detected by the host vehicle position calculation unit 53, and the host vehicle's travel route input from the travel route acquisition unit 57. In the example of Fig. 3, the approach determination unit 54 determines whether or not the host vehicle 100 is approaching an intersection.

[0042] The approach determination unit 54 calculates the distance between the stop determination position and the current position of the host vehicle, and determines that the host vehicle is approaching the stop determination position if the calculated distance is less than a predetermined threshold. On the other hand, the approach determination unit 54 determines that the host vehicle is not approaching the stop determination position if the distance between the stop determination position and the current position of the host vehicle is equal to or greater than the predetermined threshold. The predetermined threshold is the distance that the host vehicle can stop before the stop determination position after starting to decelerate.

[0043] When the approach determination unit 54 determines that the host vehicle is approaching the stop determination position, the stop possibility calculation unit 55 performs a safety check necessary for the host vehicle to travel the travel path by autonomous driving, based on the surrounding environment information detected by the surrounding environment sensor group 10. As one of the safety checks, the stop possibility calculation unit 55 determines whether or not to stop the host vehicle at the stop determination position. When the stop possibility calculation unit 55 determines that it is not necessary for the host vehicle to stop at the stop determination position, that is, when it determines that the host vehicle can pass through the stop determination position, it determines that the safety check for the host vehicle passing through the stop determination position has been completed. On the other hand, when the stop possibility calculation unit 55 determines that it is necessary for the host vehicle to stop at the stop determination position, that is, when it determines that the host vehicle cannot pass through the stop determination position, it determines that the safety check for the host vehicle passing through the stop determination position has not been completed.

[0044] Factors that cause the host vehicle to stop (hereinafter simply referred to as stop factors) include road structures such as stop signs and traffic light indications indicating no proceeding, and moving objects that cross the travel route of the host vehicle. In this embodiment, stop factors will be described using traffic lights (examples of road structures), pedestrians, and oncoming vehicles (examples of moving objects that cross the travel route) as examples. Stop factors are also referred to as factors that prevent the host vehicle from traveling along the travel route while autonomously traveling, i.e., factors that hinder the autonomous traveling of the host vehicle.

[0045] When performing a safety check for multiple stop factors that exist around the vehicle, the stop possibility calculation unit 55 performs a safety check for each stop factor. In the example of Fig. 3, stop factors that may cause the vehicle 100 to stop include a traffic light 103, an oncoming vehicle (not shown) going straight through an intersection, and a pedestrian crossing a crosswalk 104. An example of a safety check for each stop factor will be described.

[0046] The stop possibility calculation unit 55 performs safety confirmation for traffic lights based on traffic light information, safety confirmation for pedestrians based on pedestrian information, and safety confirmation for oncoming vehicles based on oncoming vehicle information.

[0047] For example, the stop possibility calculation unit 55 determines whether or not the host vehicle needs to stop at the stop line, as a safety check for the traffic light, depending on the color of the traffic light at the time when the approach determination unit 54 determines that the host vehicle is approaching an intersection. When the color of the traffic light indicates that proceeding is prohibited (when the color of the traffic light is red), the stop possibility calculation unit 55 determines that the host vehicle needs to stop at the stop line. On the other hand, when the color of the traffic light indicates that proceeding is permitted for a certain period of time (when the color of the traffic light is green), the stop possibility calculation unit 55 determines that the host vehicle does not need to stop at the stop line. Note that when the traffic light indicates a transition from permitted to prohibited (when the color of the traffic light is yellow), the stop possibility calculation unit 55 determines that the host vehicle needs to stop at the stop line.

[0048] Furthermore, the stop possibility calculation unit 55 determines whether or not it is necessary to stop the host vehicle in front of the crosswalk, as a safety check for pedestrians, based on pedestrian information at the time when the approach determination unit 54 determines that the host vehicle is approaching the crosswalk. For example, the stop possibility calculation unit 55 calculates the time to collision (TTC) until the host vehicle interferes with the pedestrian from the relative distance between the host vehicle and the pedestrian, the direction of movement of the pedestrian, the speed of the host vehicle, and a predetermined moving speed of the pedestrian. e If the calculated time to collision is less than a predetermined threshold, the stop possibility calculation unit 55 determines that it is necessary for the host vehicle to stop before the crosswalk. If the calculated time to collision is equal to or greater than a predetermined threshold, the stop possibility calculation unit 55 determines that it is not necessary for the host vehicle to stop before the crosswalk.

[0049] Furthermore, the stop possibility calculation unit 55 determines whether or not the host vehicle needs to stop at a predetermined position within the intersection, based on oncoming vehicle information at the time when the approach determination unit 54 determines that the host vehicle is approaching the stop determination position, as a safety check for oncoming vehicles. For example, the stop possibility calculation unit 55 calculates a margin of error (TTC) until the host vehicle interferes with the oncoming vehicle based on the relative distance and relative speed between the host vehicle and the oncoming vehicle. If the calculated margin of error is less than a predetermined threshold, the stop possibility calculation unit 55 determines that the host vehicle needs to stop at a predetermined position within the intersection. If the calculated margin of error is equal to or greater than a predetermined threshold, the stop possibility calculation unit 55 determines that the host vehicle does not need to stop at a predetermined position within the intersection. Note that the predetermined threshold to be compared with the margin of error may be different between the threshold used for checking the safety of pedestrians and the threshold used for checking the safety of oncoming vehicles. The predetermined position within the intersection is a position set based on a fictitious lane boundary included in the high-precision map information, and is set at a position where the host vehicle will not interfere with the travel of oncoming vehicles (for example, near the center of the intersection).

[0050] In addition, in this embodiment, if there are multiple stopping factors that would cause the vehicle to stop at a predetermined stopping judgment position, the stopping possibility calculation unit 55 performs safety checks for each stopping factor and determines whether or not the vehicle needs to stop at the stopping judgment position.

[0051] The driving route calculation unit 56 calculates a driving route of the vehicle on the high-precision map stored in the high-precision map storage unit 12, based on the current position of the vehicle calculated by the vehicle position calculation unit 53 and a destination set by an operation by the occupant, etc. The driving route calculation unit 56 calculates a driving route indicated by each lane.

[0052] The driving route acquisition unit 57 acquires the driving route calculated by the driving route calculation unit 56. The driving route of the host vehicle acquired by the driving route acquisition unit 57 is not only used for the host vehicle to drive autonomously in the autonomous driving mode, but also used for approach determination by the approach determination unit 54 and for generating an HMI image by the HMI drawing unit 58.

[0053] The HMI drawing unit 58 draws (generates) a display image (base image) that displays the surroundings of the host vehicle, including the situation ahead of the host vehicle, based on the surroundings of the host vehicle detected by the camera 14 and the distance measuring device 13. An example of the display image is the display image shown in FIG. 4A. The HMI drawing unit 58 sequentially updates the display image as the host vehicle moves. In the example of FIG. 3, as the host vehicle moves along the travel route 105, the HMI drawing unit 58 updates the base image that displays the surroundings of the host vehicle as the host vehicle moves.

[0054] The obstacle identification unit 59 identifies obstacles based on the vehicle surroundings information acquired by the surroundings information acquisition unit 51. The obstacle identification unit 59 identifies obstacles that affect the traveling of the host vehicle (hereinafter also referred to as traveling-affecting obstacles). Travel-affecting obstacles are determined according to the type of moving object, such as a vehicle or a pedestrian. For example, if the obstacle is a vehicle, such as an automobile or a motorcycle, the obstacle identification unit 59 determines whether the identified obstacle is a traveling-affecting obstacle based on the relative positional relationship between the traveling route of the host vehicle and other vehicles, the moving direction of the other vehicles relative to the traveling route, the relative speed of the other vehicles relative to the host vehicle, etc. If the obstacle is a pedestrian, a bicycle, or other obstacle that may approach or enter the traveling route, the obstacle identification unit 59 determines whether the identified obstacle is a traveling-affecting obstacle based on road information, such as crosswalks and bicycle-only lanes included in the traveling route, the position of the obstacle, or the moving direction of the obstacle.

[0055] A method for determining an obstacle affecting driving will be described with reference to FIG. 5A. FIG. 5A is an example of a display image according to this embodiment. However, FIG. 5A illustrates all obstacles located around the vehicle, and on the actual display screen, only obstacles affecting driving among the obstacles illustrated in FIG. 5A are displayed. In the following description, the determination method will be described using an example in which the vehicle 100 enters an intersection just before the intersection and then turns right at the intersection. The determination method described below is not limited to right-turn scenes and can be applied to other driving scenes as well.

[0056] The method of determining an obstacle affecting driving differs depending on the positional relationship between the obstacle and the driving route. The obstacle identification unit 59 sets a predetermined enlarged range by expanding the driving route of the vehicle in the width direction. The predetermined enlarged range is a range that allows for a margin of error in the position of the vehicle in the width direction relative to the driving route, and is a range that is expanded so that the width of the driving route is 1.5 times the width of the vehicle. Note that the enlarged range does not necessarily have to be 1.5 times, and may be, for example, 2.0 times. In FIG. 5A, the driving route image R 3The area S1 surrounded by a dotted line around the obstacle corresponds to the enlarged range. Note that the enlarged range does not necessarily need to be displayed on the display device 31. If the obstacle is a vehicle, the obstacle identification unit 59 determines whether the obstacle is an obstacle affecting driving based on the positional relationship between the enlarged range and the obstacle. The obstacle identification unit 59 also changes the method of determining whether the obstacle is an obstacle affecting driving depending on whether the obstacle is located within the enlarged range. In the following explanation, a case where the obstacle is a vehicle will be described as an example.

[0057] When an obstacle is located outside the enlargement range, the obstacle identification unit 59 generally determines that the obstacle located outside the enlargement range is not a driving-affecting obstacle. Exceptionally, when an obstacle located outside the enlargement range is approaching the driving route and / or when there is a possibility that the obstacle located outside the enlargement range will approach the driving route, the obstacle identification unit 59 determines that the obstacle located outside the enlargement range is a driving-affecting obstacle. In other words, even when the obstacle is located outside the enlargement range, the obstacle identification unit 59 determines that an obstacle that is approaching the driving route or has the possibility of approaching the driving route (hereinafter also referred to as a first obstacle) is a driving-affecting obstacle.

[0058] The obstacle identification unit 59 determines whether or not an obstacle is a first obstacle depending on the moving direction of the obstacle and / or the distance from the position of the obstacle to the traveling route of the host vehicle. If the moving direction of the obstacle is toward the traveling route, or if the distance from the position of the obstacle to the traveling route of the host vehicle is gradually shortening, the obstacle identification unit 59 determines that the obstacle is a first obstacle. In addition, the obstacle identification unit 59 determines whether or not there is a possibility that the obstacle will approach the traveling route depending on the cause of the obstacle stopping. For example, when the vehicle is stopped, others If the vehicle is heading in the direction of travel and the reason for the other vehicle stopping is a pedestrian on a crosswalk, the stopped vehicle will others That is, the obstacle identification unit 59 determines the traveling direction of the other vehicle and the Stop Identify the factors, Stop If it is possible to predict that the cause will be eliminated within a predetermined time, the obstacle to be determined is determined to be the first obstacle.

[0059] When an obstacle is located within the enlarged range, the obstacle identification unit 59 generally determines that the obstacle located within the enlarged range is a driving-affecting obstacle. Exceptionally, when an obstacle located within the enlarged range is far from the driving route and / or when there is a possibility that the obstacle located within the enlarged range will deviate from the driving route, the obstacle identification unit 59 determines that the obstacle located within the enlarged range is not a driving-affecting obstacle. In other words, even if the obstacle is located within the enlarged range, the obstacle identification unit 59 determines that an obstacle that is far from the driving route or that has a possibility of deviating from the driving route (hereinafter also referred to as a second obstacle) is not a driving-affecting obstacle.

[0060] The obstacle identification unit 59 determines whether or not an obstacle is a second obstacle depending on the moving direction of the obstacle and / or the distance from the position of the obstacle to the traveling path of the host vehicle. If the moving direction of the obstacle is pointing in a direction away from the traveling path, or if the distance from the position of the obstacle to the traveling path of the host vehicle is gradually increasing, the obstacle identification unit 59 determines that the obstacle is a second obstacle. Furthermore, the obstacle identification unit 59 determines whether or not there is a possibility that the obstacle will leave the traveling path depending on the cause of the obstacle stopping. For example, if the traveling direction of a stopped vehicle is pointing in a direction away from the traveling path, and the cause of the stopping of another vehicle is a vehicle preceding the other vehicle, and the preceding vehicle has started moving, the other stopped vehicle will follow the preceding vehicle and continue traveling. route That is, the obstacle identification unit 59 determines the traveling direction of the other vehicle that is stopped and the Stop Identify the factors, Stop If it is possible to predict that the cause will be eliminated within a predetermined time, the obstacle to be determined is determined to be the second obstacle.

[0061] The obstacle identification unit 59 then determines that, among the obstacles located outside the enlarged range, an obstacle that corresponds to the first obstacle is an obstacle affecting travel, and determines that other obstacles that do not correspond to the first obstacle are not obstacles affecting travel. Among the obstacles located outside the enlarged range, other obstacles that do not correspond to the first obstacle are obstacles that stop outside the enlarged range or obstacles that stop the host vehicle. orAn obstacle that is not approaching the vehicle's travel path.

[0062] Furthermore, the obstacle identification unit 59 determines that, among the obstacles located within the enlarged range, an obstacle that corresponds to the second obstacle is not an obstacle affecting driving, and determines that other obstacles that do not correspond to the second obstacle are obstacles that stop within the enlarged range or obstacles that are not far from the driving route of the host vehicle.

[0063] The results of determining vehicle attributes in the driving scene of FIG. 5A will be explained. The vehicle attributes are classified into a first obstacle, a second obstacle, and an obstacle that does not fall into either the first or second obstacle category. First, vehicles 71 to 73 located outside the enlarged range (S1) will be explained. Vehicle 71 is stopped outside the enlarged range (S1), and it is clear that there is a crosswalk ahead of vehicle 71, and that the vehicle is not moving at the crosswalk ( A2 ) that there is a pedestrian 81 near Stop This is the cause of the accident. And pedestrian 81 is crossing the street ( A2 ) or after pedestrian 81 crosses the crosswalk ( A2 After moving away from Stop The cause is removed, and vehicle 71 may approach the driving path. Therefore, vehicle 71 is determined to be a first obstacle (an obstacle affecting driving). Vehicle 72 is an oncoming vehicle of the host vehicle, but is stopped in the right-turn lane of the oncoming lane and will leave the driving path of the host vehicle. Vehicle 73 is a driving vehicle, but will leave the driving path after turning right. Therefore, vehicles 72 and 73 are determined to be vehicles that do not fall under the category of first obstacles (obstacles that do not affect the driving of the host vehicle).

[0064] Next, vehicles 74 and 75 located within the enlarged range (S1) will be described. Vehicle 74 is traveling within the enlarged range, traveling in a direction away from the travel route of the host vehicle. Therefore, vehicle 74 is determined to be a second obstacle (an obstacle that does not affect the travel of the host vehicle). Vehicle 75 is traveling within the enlarged range, traveling toward the travel route of the host vehicle. Therefore, vehicle 75 is determined to be a vehicle that does not fall under the category of a second obstacle (an obstacle affecting travel).

[0065] Next, an example will be described in which the obstacle is a pedestrian, a bicycle, or the like that may approach or enter the travel route.

[0066] If the obstacle is a pedestrian, a bicycle, or the like, the obstacle identification unit 59 identifies an area of ​​the driving route where pedestrians, etc. may pass (hereinafter also referred to as a passable area). For example, a crosswalk, a bicycle lane, or an area near an area where parking or stopping is possible on the road corresponds to a passable area. In addition, the obstacle identification unit 59 may determine, from the vehicle surroundings information and / or map information, whether there is a traffic light near a crosswalk. Installation The obstacle identification unit 59 then determines whether the obstacle is a traveling-impacting obstacle based on the positional relationship between the obstacle's position and the passable area. If the obstacle is located within the passable area, the obstacle identification unit 59 determines that the obstacle is a traveling-impacting obstacle.

[0067] When the obstacle is located near the passable area, the obstacle identification unit 59 determines whether the obstacle is passable. Possible For example, if the passable area is a pedestrian crossing, the obstacle identification unit 59 identifies whether a traffic light is installed at the pedestrian crossing. If a traffic light is installed and the traffic light is green, the obstacle identification unit 59 determines whether an obstacle is present at the pedestrian crossing. Possible The obstacle identification unit 59 then determines that the pedestrian is near the passable area and has a possibility of entering the passable area. Possible If it is determined that there is a possibility that the pedestrian will enter the area, the obstacle specifying unit 59 specifies the pedestrian as an obstacle affecting the running of the vehicle. Possible The obstacle identification unit 59 determines that there is a possibility that the vehicle will enter the area. That is, the obstacle identification unit 59 identifies a crosswalk without a traffic light based on the vehicle surroundings information and / or map information, and determines whether there is a pedestrian or bicycle approaching the crosswalk based on the vehicle surroundings information. The obstacle identification unit 59 then identifies the pedestrian or bicycle approaching the crosswalk as an obstacle affecting driving.

[0068] The pedestrian detection result in the driving scene of FIG. 5A will be explained. A2 ) in the driving scene in Figure 5A. A2 ) is green (allowing passage), so there is a possibility that pedestrians may enter the crosswalk. Therefore, pedestrians are judged as obstacles affecting traffic.

[0069] The display image generation unit 60 generates a driving route image that distinguishes between the area on the driving route where the safety checks necessary for the vehicle to travel along the driving route by autonomous driving have been completed and other areas, based on the judgment results of the approach judgment unit 54 and the judgment results of the stop possibility calculation unit 55.

[0070] When the approach determination unit 54 determines that the host vehicle is approaching the stop determination position, the display image generation unit 60 sets the range from the host vehicle's current position to the stop determination position as a proceedable range on the host vehicle's travel route, and sets the range after the stop determination position as an unprogressable range. The display image generation unit 60 generates a travel route image that distinguishes between the proceedable range and the unprogressable range, in which at least one of color, pattern, and brightness differs between the proceedable range and the unprogressable range.

[0071] For example, consider a scene in FIG. 3 where the host vehicle 100 is traveling just before the stop line 101. When the approach determination unit 54 determines that the host vehicle 100 is approaching an intersection (stop line 101), the display image generation unit 60 generates a travel route image R1 that distinguishes between a travelable range 1a and an impassable range 1b from the host vehicle icon V1 to the stop line icon L1, as shown in FIG. 4B, for example. The display image generation unit 60 generates the travel route image R1 in which the travelable range 1a and the impassable range 1b are in different colors, for example, so that the travelable range 1a is more emphasized than the impassable range 1b. The display image generation unit 60 superimposes the travel route image R1 on a base image and displays the display image on the display device 31. FIG. 4B is an example of a display image in the scene in FIG. 3 where the host vehicle 100 is traveling just before the stop line 101.

[0072] When the stop possibility calculation unit 55 has completed safety confirmation of the stop factors, the display image generation unit 60 generates a travel route image in which the boundary between the travelable range and the travel-prohibited range is moved toward the traveling direction of the vehicle from the travel route image before the safety confirmation. Stop factor Each time a safety check is completed, a driving route image is generated in which the travelable range is extended in the direction of travel of the vehicle, and the driving route image is superimposed on the base image and displayed on the display device 31. As a result, the travelable range in the driving route image is extended each time a determination result that safety check is completed is obtained, making it easier for a viewer of the displayed image to intuitively understand that the vehicle is traveling within the travelable range along the driving route due to autonomous driving.

[0073] Meanwhile, until the stop possibility calculation unit 55 completes the safety check for the stopping factors, the display image generation unit 60 generates a driving route image in which the boundary between the procedural range and the impediment range does not change from the driving route image before the safety check, and displays the driving route image on the display device 31. As a result, the procedural range in the driving route image is maintained until a determination result that the safety check is completed is obtained, making it easier for a viewer of the display image to intuitively understand that the vehicle will stop at the boundary between the procedural range and the impediment range due to autonomous driving.

[0074] Furthermore, when a driving-impacting obstacle is identified by the obstacle identification unit 59, the display image generation unit 60 generates an image of the driving-impacting obstacle. The display image generation unit 60 further superimposes an image of the driving-impacting obstacle on an image in which a driving route image is superimposed on a base image, and displays the image on the display device 31.

[0075] The display form of a display image including obstacles affecting driving will be explained using FIG. 5B. FIG. 5B is an example of a display image according to this embodiment. However, FIG. 5B does not show obstacles that are not displayed on the display screen among the obstacles shown in FIG. 5A, and corresponds to an actual display screen. Vehicles 71, 75 and pedestrian 81 shown in FIG. 5A correspond to obstacles affecting driving, and are therefore displayed on display device 31 as shown in FIG. 5B. On the other hand, vehicles 72-73 shown in FIG. 5A 4 does not fall under the category of obstacles affecting driving, and is therefore not displayed on the display device 31 as shown in FIG. 5B.

[0076] Furthermore, the display image generating unit 60 generates images of obstacles so that obstacles affecting driving are displayed on the display device 31 and obstacles that do not fall under the category of obstacles affecting driving are also displayed on the display device 31. However, among obstacles around the vehicle, the display emphasis level of obstacles determined to be obstacles affecting driving may be increased, and the display emphasis level of obstacles determined not to be obstacles affecting driving may be decreased. In other words, a display form may be used in which it is possible to distinguish whether or not an obstacle around the vehicle is an obstacle affecting driving based on the level of the display emphasis level. The display emphasis level represents visual intensity on the display screen and is expressed by the color, shape, or size of the image, or a combination of these elements. The degree of emphasis based on the color of the image may be distinguished by the type of color or color tone (brightness, saturation).

[0077] For example, when displaying an obstacle located outside the enlargement range, if the obstacle corresponds to the first obstacle, the display image generation unit 60 may increase the display emphasis level compared to when the obstacle does not correspond to the first obstacle. In other words, when the first obstacle is located outside the enlargement range, the display image generation unit 60 causes the display device 31 to display the obstacle such that the display emphasis level of the first obstacle is greater than the display emphasis levels of obstacles other than the first obstacle.

[0078] Furthermore, for example, when displaying an obstacle located within the enlarged area, if the obstacle corresponds to the second obstacle, the display image generation unit 60 may lower the display emphasis level compared to when the obstacle does not correspond to the second obstacle. In other words, when the second obstacle is located within the enlarged area, the display image generation unit 60 causes the display device 31 to display the obstacle such that the display emphasis level of the second obstacle is lower than the display emphasis levels of obstacles other than the second obstacle. As a result, the display of the obstacle affecting travel is emphasized more than the other obstacles on the screen of the display device 31.

[0079] Next, a control flow relating to the display of a travel route and obstacles (vehicles) among the control processes of the controller 30 will be described with reference to Fig. 6 and Fig. 7. Fig. 6 is a flowchart showing the control process of the controller 30. Fig. 7 is a sub-flowchart of step S40 shown in Fig. 6.

[0080] In step S10, controller 30 acquires information on the surrounding conditions of the host vehicle (vehicle surrounding information). In step S20, controller 30 acquires the travel route of the host vehicle. In step S30, controller 30 identifies obstacles located around the host vehicle from the vehicle surrounding information.

[0081] In step S40, the display mode of the obstacle is determined. A flow for determining the display mode of the obstacle will be described with reference to Fig. 7. When multiple obstacles are identified, the controller 30 executes the following sub-flow for each of the multiple obstacles.

[0082] In step S41, the controller 30 compares the position of an obstacle located around the host vehicle with the enlarged range, and determines whether the obstacle is located within the enlarged range. If the obstacle is located within the enlarged range, in step S42 the controller 30 determines whether the obstacle to be determined is a second obstacle. If the obstacle to be determined is a second obstacle, in step S43 the controller 30 determines that the obstacle to be determined is not an obstacle affecting driving. In other words, the controller 30 determines that the obstacle to be determined is not to be displayed on the display device 31.

[0083] If it is determined in the determination flow of step S42 that the obstacle to be determined is not the second obstacle, the controller 30 determines in step S44 that the obstacle to be determined is a traveling-affecting obstacle. In other words, the controller 30 determines that the obstacle to be determined is an object to be displayed on the display device 31.

[0084] If it is determined in the determination flow of step S41 that the obstacle is located outside the enlarged range, then in step S45 the controller 30 determines whether the obstacle to be determined is the first obstacle. If the obstacle to be determined is the first obstacle, then in step S46 the controller 30 determines whether the obstacle to be determined is within the display target range. The display target range indicates the display limit range within the range around the host vehicle that is to be displayed on the display device 31. The display target range may be set by the system or may be arbitrarily set by the user. If the obstacle to be determined is within the display target range, then in step S47 the controller 30 determines that the obstacle to be determined is a driving-impacting obstacle. That is, the controller 30 determines that the obstacle to be determined is a display target on the display device 31.

[0085] If it is determined in the determination flow of step S45 that the obstacle to be determined is not the first obstacle, or if it is determined in the determination flow of step S46 that the obstacle to be determined is outside the display target range, then in step S48 the controller 30 determines that the obstacle to be determined is not an obstacle affecting travel. That is, the controller 30 determines that the obstacle to be determined is outside the display target range on the display device 31. Then, after completing the processing of the sub-flows of steps S41 to S48, the controller executes the control flow of step S50.

[0086] In step S50, the controller 30 acquires information about a traffic light located ahead of the host vehicle and determines whether the host vehicle is stopped due to a stop command from the traffic light. If the host vehicle is stopped due to a stop command from the traffic light, In step S60,The controller 30 lowers the display emphasis level of the obstacle compared to when the traffic light is indicating an instruction other than a stop instruction. When the traffic light is indicating an instruction other than a stop instruction, the controller 30 executes the control flow of step S70 without lowering the display emphasis level of the obstacle. Then, in step S70, the controller 30 causes the display device 31 to display the driving route and the obstacles determined to be displayed.

[0087] As described above, the display control device and display control method according to this embodiment acquire information about the surrounding conditions of the host vehicle, identify obstacles from the information about the surrounding conditions of the host vehicle, acquire a driving route for the host vehicle, and display the obstacles and the driving route located within a predetermined enlarged range obtained by expanding the driving route in the width direction on the display device 31. When a first obstacle is located outside the enlarged range, the first obstacle is displayed on the display device 31. When a second obstacle is located within the enlarged range, the display emphasis level of the second obstacle is lower than the display emphasis levels of obstacles other than the second obstacle, or the second obstacle is not displayed on the display device. This allows the viewer to intuitively grasp obstacles that affect the driving of the host vehicle. As a result, operability for the viewer, the driver, can be improved.

[0088] In this embodiment, the controller 30 acquires information about a traffic light located ahead of the vehicle, and when the traffic light indicates a stop, the controller 30 lowers the degree of emphasis of the obstacle display compared to when the traffic light indicates an instruction other than a stop. This prevents unnecessary information from being emphasized and displayed on the display device. As a result, it prevents unnecessary information from being emphasized and placing a burden on the viewer.

[0089] In this embodiment, the controller 30 acquires information about the surroundings of the vehicle and map information, identifies a crosswalk without a traffic light based on the information about the surroundings of the vehicle and / or the map information, determines whether a pedestrian or bicycle is approaching the crosswalk based on the information about the surroundings, and if it is determined that a pedestrian or an obstacle is present, bicycleis displayed on the display device 31. This allows the user to intuitively recognize pedestrians or bicycles approaching the crosswalk.

[0090] As a modification of this embodiment, when a predetermined range (corresponding to a "first range") for which safety confirmation has been completed and another range (corresponding to a "second range") other than the predetermined range exist on the travel route, the controller 30 may make the size of the expanded range including the predetermined range smaller than the size of the expanded range including the other range. For example, in FIGS. 5A and 5B, the first expanded range obtained by expanding the travelable range 3a and the second expanded range obtained by expanding the travelable range 3a are shown. Not possible The width of the first expanded range, which is the expanded range of the possible travel range 3a, is narrowed compared to the expanded range of the range 3b. Since the possible travel range 3a has already been checked for safety, narrowing the obstacle display range is unlikely to affect the driver's operation. This reduces the number of obstacles displayed around the vehicle, making it possible to reduce the degree to which the display is perceived as an eyesore.

[0091] As a modification of this embodiment, when displaying a first obstacle located outside the enlargement range on the display device 31, the controller 30 may cause the display device to display a first obstacle whose relative speed with respect to the host vehicle is greater than a predetermined relative speed threshold. When a first obstacle is located outside the enlargement range, the first obstacle is approaching the travel path of the host vehicle from outside the enlargement range. If the relative speed of the first obstacle with respect to the host vehicle is high, the first obstacle may approach the travel path in a shorter time. Therefore, in a modification, the controller 30 causes the display device 31 to display a first obstacle with a high relative speed. Note that the controller 30 may increase the display emphasis level of a first obstacle with a high relative speed compared to a first obstacle with a low relative speed. This allows the display range to be widened depending on the possibility of approaching the host vehicle.

[0092] As a modification of this embodiment, when the controller 30 displays a second obstacle located within the enlarged range on the display device 31, the controller 30 may reduce the display emphasis level of the second obstacle as the second obstacle moves away from the driving route. That is, as the second obstacle moves away from the driving route over time, the influence of the second obstacle on the driving of the host vehicle decreases, so the display emphasis level is reduced to reduce the number of objects that the viewer needs to focus on. This reduces the burden on the viewer.

[0093] As a modification of this embodiment, when an obstacle located outside the enlargement range corresponds to a new first obstacle and the controller 30 causes the display device 31 to display the first obstacle, the controller 30 may increase the display emphasis level of the first obstacle as the first obstacle approaches the driving route. For example, when an obstacle located outside the enlargement range is away from the driving route or is stopped and then begins to approach the driving route, the obstacle becomes a new first obstacle and is therefore a display target of the display device 31. In this case, the controller 30 causes the display device 31 to display the new first obstacle while gradually increasing the emphasis level from a state in which no obstacle is displayed. This allows the proximity of the first obstacle to the driving route to be expressed by the emphasis level. [Explanation of symbols]

[0094] 1 Driving assistance devices 10 Surrounding environment sensors 11 Positioning equipment 12 High-precision map memory unit 13 Ranging device 14 Camera 15 Communication Device 30 Controllers 31 Display device 59 Obstacle Identification Unit 60 Display image generation unit

Claims

1. A display control device including a controller for controlling a display device, The controller Acquire information about the surroundings of the vehicle, Identifying an obstacle from the surrounding situation information; Acquire a travel route of the vehicle; displaying, on the display device, the obstacles located within a predetermined enlarged range obtained by enlarging the travel route in a width direction, and the travel route; Based on the surrounding conditions, the host vehicle performs a safety check necessary for traveling along the travel route by autonomous traveling; When a first range for which the safety confirmation has been completed and a second range other than the first range are present on the travel route, the size of the expanded range including the first range is made smaller than the size of the expanded range including the second range; When a first obstacle that is approaching the travel route or that may approach the travel route is located outside the enlarged range, the first obstacle is displayed on the display device; A display control device in which, when a second obstacle that is away from the driving route or that may move away from the driving route is located within the enlarged range, the display emphasis level of the second obstacle is lower than the display emphasis level of obstacles other than the second obstacle, or the second obstacle is not displayed on the display device.

2. A display control device including a controller for controlling a display device, The controller Acquire information about the surroundings of the vehicle, Identifying an obstacle from the surrounding situation information; Acquire a travel route of the vehicle; displaying, on the display device, the obstacles located within a predetermined enlarged range obtained by enlarging the travel route in a width direction, and the travel route; When a first obstacle that is approaching the travel route or that may approach the travel route is located outside the enlarged range, the first obstacle is displayed on the display device; When the first obstacle located outside the enlarged range is displayed on the display device, the first obstacle whose relative speed with respect to the host vehicle is greater than a predetermined relative speed threshold is displayed on the display device, A display control device in which, when a second obstacle that is away from the driving route or that may move away from the driving route is located within the enlarged range, the display emphasis level of the second obstacle is lower than the display emphasis level of obstacles other than the second obstacle, or the second obstacle is not displayed on the display device.

3. 3. The display control device according to claim 1, The controller acquiring information about a traffic light located ahead of the vehicle; A display control device that lowers the display emphasis of the obstacle when the traffic light is indicating a stop instruction compared to when the traffic light is indicating an instruction other than a stop instruction.

4. 3. The display control device according to claim 1, The controller Get map information, Identifying a crosswalk without a traffic light based on the information on the surroundings of the vehicle and / or the map information; determining whether or not a pedestrian or a bicycle is approaching the crosswalk based on the information on the surrounding situation; a display control device that, when it is determined that the pedestrian or the bicycle is present, displays the pedestrian or the bicycle on the display device;

5. 3. The display control device according to claim 1, The controller is a display control device that, when displaying the second obstacle located within the enlarged range on the display device, reduces the display emphasis of the second obstacle as the second obstacle moves away from the driving route.

6. 3. The display control device according to claim 1, When the controller determines that an obstacle located outside the enlarged range corresponds to a new first obstacle and causes the first obstacle to be displayed on the display device, the controller increases the display emphasis of the first obstacle as the first obstacle approaches the driving route.

7. A display control method executed by a controller, comprising: The controller Acquire information about the surroundings of the vehicle, Identifying an obstacle from the surrounding situation information; Acquire a travel route of the vehicle; displaying, on a display device, the obstacles located within a predetermined enlarged range obtained by enlarging the travel route in a width direction, and the travel route; Based on the surrounding conditions, the host vehicle performs a safety check necessary for traveling along the travel route by autonomous traveling; When a first range for which the safety confirmation has been completed and a second range other than the first range are present on the travel route, the size of the expanded range including the first range is made smaller than the size of the expanded range including the second range; When a first obstacle that is approaching the travel route or that may approach the travel route is located outside the enlarged range, the first obstacle is displayed on the display device; A display control method in which, when a second obstacle that is away from the driving route or that may move away from the driving route is located within the enlarged range, the display emphasis level of the second obstacle is lower than the display emphasis level of obstacles other than the second obstacle, or the second obstacle is not displayed on the display device.

Images