Driving assistance systems
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Patents
- Current Assignee / Owner
- TOYOTA JIDOSHA KK
- Filing Date
- 2022-08-08
- Publication Date
- 2026-06-30
Smart Images
Figure 0007882717000001 
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Abstract
Description
Technical Field
[0001] The present disclosure relates to a driving support device for a vehicle.
Background Art
[0002] Patent Document 1 discloses a platoon driving control device. The platoon driving control device is a device that controls a host vehicle to perform platoon driving following a preceding vehicle. Specifically, the control device selects a preceding vehicle suitable for low-fuel-consumption following driving from the vehicles around the host vehicle and displays the position of this preceding vehicle on a screen.
Prior Art Documents
Patent Documents
[0003]
Patent Document 1
Patent Document 2
Summary of the Invention
Problems to be Solved by the Invention
[0004] Among vehicle drivers, there are thought to be people who want to select a preceding vehicle that suits their preferences from among a plurality of preceding vehicle candidates while grasping the air resistance reduction effect of each of the plurality of preceding vehicle candidates. However, with the technology described in Patent Document 1, it is difficult to meet such demands.
[0005] The present disclosure has been made in view of the above problems, and an object thereof is to provide a driving support device that enables a driver to appropriately select a preceding vehicle that suits their preferences from among a plurality of preceding vehicle candidates while grasping the air resistance reduction effect of each of the plurality of preceding vehicle candidates.
Means for Solving the Problems
[0006] The driver assistance system according to this disclosure comprises a processor and a display device. The processor calculates a potential value, which is the maximum value of the air resistance reduction effect of the own vehicle expected to occur through follow-up driving, for each of a plurality of preceding vehicle candidates around the own vehicle. The display device displays a driver assistance image to support follow-up driving. The driver assistance image, as a display for each of the plurality of preceding vehicle candidates, includes a vehicle icon indicating the preceding vehicle candidate and an effect graphic arranged around the vehicle icon, which represents the degree to which the potential value of each preceding vehicle candidate is relative to a common maximum effect value among the plurality of preceding vehicle candidates.
[0007] The maximum effect value may be the highest value among the potential values of multiple candidate vehicles.
[0008] The maximum effect value may be a predetermined fixed value.
[0009] After the vehicle begins following a selected lead vehicle, which is one of several candidate lead vehicles, the processor may calculate the current value of the air resistance reduction effect obtained by following the selected lead vehicle. The driver assistance image displayed by the display device after the start of following may also include a display of the current value.
[0010] The current value may be displayed using effect shapes.
[0011] Multiple preceding vehicle candidates may include a first preceding vehicle candidate traveling in the same lane as the vehicle itself, and a second preceding vehicle candidate traveling in a different lane. The processor may display the same effect shape for the first preceding vehicle candidate and the second preceding vehicle candidate if the potential value of the second preceding vehicle candidate is greater than the potential value of the first preceding vehicle candidate, and the difference in potential values between the first and second preceding vehicle candidates is less than a predetermined threshold. [Effects of the Invention]
[0012] According to the driver assistance system described herein, the driver of their own vehicle will be able to understand the air resistance reduction effect of each candidate preceding vehicle relative to a common maximum effective value, and will be able to select a preceding vehicle that suits their preferences from among the multiple candidates preceding vehicles. [Brief explanation of the drawing]
[0013] [Figure 1] This diagram schematically shows an example of the configuration of a vehicle control system including a driver assistance device according to an embodiment. [Figure 2] This figure shows an example of an HMI display for follow-me driving assistance according to an embodiment. [Figure 3] This figure shows an example of an HMI display for follow-me driving assistance according to an embodiment. [Figure 4] This figure shows an example of an HMI display for follow-me driving assistance according to an embodiment. [Figure 5] This flowchart shows an example of processing related to HMI display for follow-me driving assistance according to the embodiment. [Modes for carrying out the invention]
[0014] The following description of the driving support device according to the embodiment of this disclosure will be given with reference to the attached drawings.
[0015] 1. Vehicle control system configuration Figure 1 is a schematic diagram showing an example of the configuration of a vehicle control system 10 according to an embodiment. The "driving assistance device" according to this disclosure is included in the vehicle control system 10 as an example. The vehicle control system 10 is mounted on a vehicle 1 and performs various controls on the vehicle 1. The vehicle control system 10 includes a vehicle state sensor 12, a recognition sensor 14, a position sensor 16, a communication device 18, a driving device 20, an electronic control unit (ECU) 22, and an HMI (Human Machine Interface) device 24. The vehicle 1 may be an autonomous driving vehicle.
[0016] The vehicle state sensor 12 detects the state of the vehicle 1. The vehicle state sensor 12 includes, for example, a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor.
[0017] The recognition sensor (external sensor) 14 recognizes (detects) the situation around the vehicle 1. For example, the recognition sensor 14 includes a millimeter wave radar, a camera, or LIDAR (Laser Imaging Detection and Ranging), or any combination thereof.
[0018] The position sensor 16 detects the position and orientation of the vehicle 1. For example, the position sensor 16 includes a GNSS (Global Navigation Satellite System) receiver.
[0019] The communication device 18 communicates with the outside of the vehicle 1. The communication device 18 may include, for example, a vehicle-to-vehicle communication device that enables communication between the vehicle 1 and surrounding vehicles.
[0020] The traveling device 20 is a device that operates the vehicle 1. For example, the traveling device 20 includes a driving device, a braking device, and a steering device. The driving device includes, for example, at least one of an electric motor and an internal combustion engine for driving (accelerating) the vehicle 1. The braking device includes a brake actuator for braking (decelerating) the vehicle 1. The steering device includes, for example, a steering motor for steering the vehicle 1.
[0021] The ECU22 is a computer that controls the vehicle 1. The ECU22 includes one or more processors 26 (hereinafter simply referred to as processor 26) and one or more storage devices 28 (hereinafter simply referred to as storage devices 28). The processors 26 execute various processes. The storage devices 28 store various information necessary for the processing by the processors 26. Examples of storage devices 28 include volatile memory, non-volatile memory, HDD (Hard Disk Drive), SSD (Solid State Drive), etc. The ECU22 (processor 26) executes computer programs, thereby realizing various processes by the ECU22. The computer programs are stored in the storage devices 28 or recorded on a computer-readable recording medium.
[0022] The above information includes map information, vehicle status information, surrounding environment information, and location information. More specifically, vehicle status information is information indicating the state of vehicle 1, such as vehicle speed, acceleration, and yaw rate, and is acquired using the vehicle status sensor 12. Surrounding environment information is information indicating the environment around vehicle 1 and is acquired using the recognition sensor 14. Location information is information indicating the position and orientation of vehicle 1 and is acquired from the measurement results of the position sensor 16.
[0023] The processor 26 in the ECU 22 is an example of a "processor" as described in this disclosure. However, the processor does not necessarily have to be installed in the vehicle 1. For example, it may be a processor in a server that can communicate with the vehicle 1 via a communication network, or it may be a processor in a mobile terminal (e.g., a smartphone or tablet) of the occupants of the vehicle 1.
[0024] The HMI device 24 exchanges information between the vehicle 1 and its occupants (e.g., the driver). The HMI device 24 has an output unit that outputs information to the occupants of the vehicle 1 and an input unit (e.g., a touch panel, operation buttons, operation switches, microphone) into which information is input by the occupants of the vehicle 1. The output unit includes a display device 30. The display device 30 is, for example, a display mounted on the instrument panel of the vehicle 1 (e.g., a meter panel), or a head-up display (HUD) that displays information on the windshield of the vehicle 1. The output of the ECU 22 is notified to the occupants of the vehicle 1 via the HMI device 24, and the input from the occupants of the vehicle 1 is transmitted to the ECU 22 via the HMI device 24. In addition, the occupants' mobile terminals (e.g., smartphones, tablet terminals) may be connected to the ECU 22 via wired or wireless connections and function as display devices 30. Furthermore, in examples where the vehicle 1 is equipped with a navigation system, the HMI device 24 may be integrated with the navigation system.
[0025] In this embodiment, the vehicle control system 10 functions as an Advanced Driving Assistant System (ADAS) and controls the driving device 20 to activate predetermined driving assistance functions. These predetermined driving assistance functions include, for example, adaptive cruise control (ACC) that automatically controls the vehicle's speed depending on whether there is a preceding vehicle and to maintain a certain distance (or time) from the preceding vehicle.
[0026] 2. HMI display for adaptive cruise control assistance Reducing air resistance during driving is an effective way to decrease the energy (fuel or electricity) required for a vehicle to run. One known method for reducing air resistance during driving is to have the vehicle follow a preceding vehicle. In follow driving, the air resistance acting on the vehicle following behind is reduced due to the windbreak effect of the preceding vehicle. Platooning, where multiple vehicles travel in a convoy, is one example of follow driving.
[0027] More specifically, the effect of reducing air resistance leads to the following effects depending on the type of vehicle 1. Specifically, if vehicle 1 is a vehicle powered by fuel (gasoline car, diesel car, hybrid vehicle (HEV), fuel cell vehicle (FCEV), etc.), the greater the effect of reducing air resistance, the greater the effect of reducing fuel consumption. If vehicle 1 is a vehicle powered by electricity (battery electric vehicle (BEV), plug-in hybrid vehicle (PHEV), etc.), the greater the effect of reducing air resistance, the greater the effect of reducing electricity consumption.
[0028] In this embodiment, in order to support the driver in performing energy-saving follow-up driving, the ECU 22 performs the following HMI display (i.e., information presentation by the display device 30).
[0029] Figures 2 to 4 show an example of an HMI display for follow-me driving assistance according to the embodiment. Figures 2 to 4 are sequential in time and show an example of a scenario in which multiple vehicles are traveling on an expressway.
[0030] When the conditions for starting follow-up driving assistance based on the driver's request of vehicle (own vehicle) 1 are met, the ECU 22 (processor 26) calculates a potential value P for each of the multiple candidate preceding vehicles. This potential value P corresponds to the maximum value of the air resistance reduction effect of own vehicle 1 expected through follow-up driving. The multiple candidate preceding vehicles are candidates for the preceding vehicle that are presented to the driver using the display on the display device 30.
[0031] More specifically, the air resistance reduction effect is the degree to which the air resistance acting on vehicle 1 is reduced. The smaller the air resistance acting on vehicle 1 when following surrounding vehicles compared to the air resistance acting on vehicle 1 when driving alone, the greater the degree of air resistance reduction referred to here.
[0032] Figure 2 shows, as an example, a scenario where three preceding vehicle candidates 2-4 are in a lane adjacent to the lane in which vehicle 1 is traveling. Preceding vehicle candidate 2 is a sedan-type passenger car. Preceding vehicle candidate 3 is a minivan-type passenger car. Preceding vehicle candidate 4 is a truck. The frontal projected area of these vehicles is largest for preceding vehicle candidate 4, followed by preceding vehicle candidates 3 and 2. The larger the frontal projected area, the greater the reduction in air resistance. Therefore, the potential value P of these vehicles is largest for preceding vehicle candidate 4, followed by preceding vehicle candidates 3 and 2. The specific method for calculating the potential value P will be described later with reference to Figure 5.
[0033] Figure 2 corresponds to the time after the conditions for starting the adaptive cruise control assist system have been met, but before the driver has selected a candidate vehicle to follow. The middle section of Figure 2 shows the driver assistance image 32 displayed on the screen of the display device 30. This driver assistance image 32 corresponds to the scene shown in the upper section of Figure 2.
[0034] The driver assistance image 32 includes vehicle icons 2i to 4i, each representing one of the preceding vehicle candidates 2 to 4. The driver assistance image 32 also includes a figure 34 indicating the position of the lane in which the own vehicle 1 is traveling. As can be seen by comparing the upper and middle sections of Figure 2, the driver assistance image 32 shows the positional relationship between the own vehicle 1 and each of the preceding vehicle candidates 2 to 4 traveling in the adjacent lanes.
[0035] Furthermore, the driving assistance image 32 includes effect shapes 2e to 4e. Effect shapes 2e to 4e are each positioned around the vehicle icons 2i to 4i. For example, effect shapes 2e to 4e are positioned in front of, to the left of, and to the right of the corresponding vehicle icons 2i to 4i. Each of the effect shapes 2e to 4e represents the degree of the potential value P of the individual preceding vehicle candidates 2 to 4 relative to the common maximum effect value Pmax among the preceding vehicle candidates 2 to 4.
[0036] More specifically, as shown in the lower part of Figure 2 for supplementary explanation, effect shapes 2e to 4e represent the magnitude (large, medium, small) of the potential value P using the number of bars. That is, the effect shape 2e of candidate vehicle 2, which has the smallest potential value P, consists of one bar, followed by effect shape 3e with two bars, and then effect shape 4e with three bars.
[0037] As described above, in the driving assistance image 32 according to this embodiment, vehicle icons 2i to 4i and effect shapes 2e to 4e are displayed in association with each other. In Figure 2 (and similarly in Figures 3 and 4 described later), the driving assistance image 32 is displayed three-dimensionally from the perspective of the driver of the vehicle 1, as an example.
[0038] Next, Figure 3 corresponds to the point in time after the driver, having viewed the driving assistance image 32 (see Figure 2), selects candidate 3 from candidate 2 to 4, operates vehicle 1 to move behind candidate 3 (corresponding to the "selected lead vehicle" in this example), and as a result, begins following candidate 3. After vehicle 1 begins following the selected lead vehicle 3 in this way, the ECU 22 (processor 26) calculates the current value C of the air resistance reduction effect obtained by following the selected lead vehicle 3. The specific method for calculating the current value C will be described later with reference to Figure 5.
[0039] The driving assistance image 36 displayed by the display device 30 after the start of the tracking includes a display of the current value C. Specifically, in the example shown in Figure 3, the display of the current value C is performed using the effect figure 3e of the potential value P.
[0040] Here, the dashed box in the upper part of Figure 3 indicates the position of vehicle 1 when the optimal distance D between the selected lead vehicle 3 and vehicle 1 is obtained while vehicle 1 is following the lead vehicle 3. In other words, when the distance between the vehicles is the optimal value D, vehicle 1 can obtain the maximum air resistance reduction effect equivalent to the potential value P by following the selected lead vehicle 3.
[0041] However, at the point shown in Figure 3, the distance between vehicles has not reached the optimal value D, so the current value C is smaller than the potential value P. Therefore, as shown in the lower part of Figure 3 for supplementary explanation, effect figure 3e is displayed so that it is visually clear that the current value C has not reached the potential value P.
[0042] Specifically, the level of air resistance reduction achieved by the current value C is displayed, for example, by using the difference in color of the bars that make up the effect figure 3e. More specifically, the bars in the effect figure 3e that represent the potential value P are displayed in white, for example, and the bars in the effect figure 3e that represent the current value C are displayed in blue, for example. As explained in the lower part of Figure 3, on the paper of Figure 3, this difference in bar color is represented by the difference in the thickness of the lines that represent the bars (i.e., the blue bar that represents the current value C is thicker than the white bar that represents the potential value P). With this effect figure 3e, at the time shown in Figure 3, the level of the potential value due to following the selected lead vehicle 3 is "medium (i.e., two bars)", while the level of the current value C is "small (i.e., one bar)".
[0043] Next, Figure 4 corresponds to the point in time after vehicle 1 has reached the position where the distance between vehicles reaches the optimal value D after the start of following. As the distance between vehicle 1 and the selected lead vehicle 3 reaches the optimal value D after the start of following, the current value C becomes a value equivalent to the potential value P. As a result, in the driving assistance image 38 shown in Figure 4, both bars that make up effect shape 2e are displayed in blue. Note that on the page of Figure 4, both bars that make up effect shape 3e are represented by thick lines corresponding to blue.
[0044] Figure 5 is a flowchart illustrating an example of the processing related to the HMI display for follow-up driving support according to the embodiment. The processing in this flowchart is repeatedly executed at predetermined intervals when the conditions for starting follow-up driving are met. The conditions for starting follow-up driving are predetermined and are met, for example, when the driver of vehicle 1 operates the HMI device 24 to request the activation of ACC or the start of follow-up driving. The conditions for starting follow-up driving may also include, for example, vehicle 1 traveling on an expressway at a speed of a predetermined value or higher.
[0045] In step S100, the ECU 22 (processor 26) determines whether there are multiple preceding vehicle candidates for its own vehicle 1. Specifically, the ECU 22 first attempts to acquire vehicle information about multiple other vehicles (i.e., multiple surrounding vehicles) around its own vehicle 1, for example, by using the output of the recognition sensor 14 or vehicle-to-vehicle communication. If there are multiple surrounding vehicles for which vehicle information has been acquired, the ECU 22 considers each of these surrounding vehicles as a preceding vehicle candidate and determines that there are multiple preceding vehicle candidates.
[0046] The vehicle information referred to here includes, for example, the position, width, and height of surrounding vehicles (candidate preceding vehicles). The candidate preceding vehicles detected in this manner are not limited to vehicles located in front of vehicle 1 at the time of the determination in step S100, but may also include vehicles traveling alongside vehicle 1 and vehicles located behind vehicle 1. Furthermore, the lane in which the candidate preceding vehicle is traveling at that time is not limited to the lanes adjacent to the left or right of vehicle 1's lane, but may be the same lane as vehicle 1, or a lane other than these.
[0047] If the presence of multiple preceding vehicle candidates is detected in step S100, the ECU22 calculates the potential value P for each of the multiple preceding vehicle candidates in step S102. Specifically, the ECU22 calculates the potential value P for each individual preceding vehicle candidate based on the vehicle information for each of the multiple preceding vehicle candidates obtained in step S100.
[0048] For example, the ECU22 uses the vehicle width and height information of the preceding candidate vehicle included in the vehicle information to calculate the frontal projected area by multiplying the vehicle width by the vehicle height. The frontal projected area may also be obtained directly using vehicle-to-vehicle communication. The ECU22 then calculates the potential value P such that it increases as the frontal projected area increases. Furthermore, if the drag coefficient (Cd value) of the preceding candidate vehicle can be obtained using vehicle-to-vehicle communication, the ECU22 may calculate the potential value P based on the Cd value. Specifically, the ECU22 may calculate the potential value P such that it increases as the Cd value increases.
[0049] Next, in step S104, the ECU 22 displays a driving support image on the display device 30, associating each candidate preceding vehicle with a vehicle icon i (for example, vehicle icons 2i to 4i in Figure 2) and an effect shape e (for example, effect shapes 2e to 4e in Figure 2). That is, the driving support image (for example, the driving support image 32 in Figure 2) is presented to the driver.
[0050] More specifically, as previously described, effect figure e represents the degree to which the potential value P of each individual preceding vehicle candidate is relative to the common maximum effect value Pmax among multiple preceding vehicle candidates. This maximum effect value Pmax is, for example, the largest value among the potential values P of the multiple preceding vehicle candidates detected in step S100. Therefore, in the example shown in Figure 2, the potential value P of preceding vehicle candidate 4 corresponds to the maximum effect value Pmax. That is, in the example shown in Figure 2, the potential value P of preceding vehicle candidate 4, which has the greatest air resistance reduction effect among the currently recognized multiple preceding vehicle candidates 2 to 4, is defined as the maximum value (e.g., 3 bars). The effect figure e then abstractly displays the degree to which the potential value P is relative to the maximum effect value Pmax (e.g., at the levels of large, medium, and small) by, for example, the number of bars. This applies not only to the potential value P but also to the current value C, which will be described later.
[0051] Alternatively, instead of the above example, the maximum effect value Pmax may be a predetermined (i.e., pre-set) fixed value that does not depend on the currently recognized candidate vehicle ahead.
[0052] Furthermore, the process in step S104 may be performed with the following "additional processing". For the sake of explanation, a candidate preceding vehicle traveling in the same lane as the vehicle 1 is referred to as the "first candidate preceding vehicle", and a candidate preceding vehicle traveling in a different lane from the vehicle 1 is referred to as the "second candidate preceding vehicle". The "additional processing" is performed when, in a situation where multiple candidate preceding vehicles include the first and second candidates, the potential value P of the second candidate preceding vehicle is greater than the potential value P of the first candidate preceding vehicle, and the difference in potential values P between the first candidate preceding vehicle and the second candidate preceding vehicle is less than a predetermined threshold. Specifically, the "additional processing" is to make the effect shape e of the first candidate preceding vehicle and the effect shape e of the second candidate preceding vehicle the same. When the "additional processing" is performed, the maximum effect value Pmax may be either the "largest value among the potential values P of the multiple candidate preceding vehicles" or a "predetermined fixed value".
[0053] Next, in step S106, the ECU 22 determines whether or not vehicle 1 has moved behind a candidate preceding vehicle desired by the driver. This determination can be made, for example, by determining, based on the output of the recognition sensor 14, whether or not vehicle 1 has moved behind any of the multiple candidate preceding vehicles presented in step S104.
[0054] As long as the result of step S106 is No, the display of the driving assistance image 32 processed in step S104 will continue.
[0055] On the other hand, if the result of the determination in step S106 is Yes, in step S108, the ECU 22 calculates the current value C of the air resistance reduction effect obtained by following the selected preceding vehicle. Specifically, the ECU 22 calculates the current value C based on the distance between the selected preceding vehicle and the vehicle 1, for example. In this case, the current value C is calculated such that the value when the distance between vehicles is the optimal value D (see, for example, Figure 4) is the maximum value (= potential value P), and decreases as the distance between vehicles becomes longer than the optimal value D. The optimal value D is determined in advance. The distance between vehicles is detected using, for example, the recognition sensor 14. Note that the time between vehicles may be used instead of the distance between vehicles.
[0056] Next, in step S110, the ECU 22 displays a driving support image (for example, the driving support image 36 shown in Figure 3) on the display device 30, with the vehicle icon i of the selected lead vehicle associated with the effect figure e of the potential value P and current value C of the selected lead vehicle. In other words, the driving support image is presented to the driver.
[0057] Next, in step S112, the ECU 22 determines whether or not the follow-the-preceding vehicle has finished. This determination can be made, for example, based on the output of the recognition sensor 14.
[0058] If the result of step S112 is No (i.e., follow-me driving is continuing), the processes from step S108 onwards are repeatedly executed. The distance between vehicles is adjusted by setting the distance when ACC is in operation, and by the driver's acceleration and deceleration operations of vehicle 1 when ACC is not in operation. If the distance between the selected lead vehicle and vehicle 1 changes while follow-me driving is continuing (more specifically, if the distance changes to such an extent that the level display of the current value C using effect figure e changes), in step S110, the driver assistance image is updated to display the current value C corresponding to the change in the distance between vehicles. For example, the driver assistance image is updated from driver assistance image 36 (see Figure 3) to driver assistance image 38 (see Figure 4).
[0059] On the other hand, if the result of step S112 is Yes (i.e., follow-me driving has ended), the ECU 22 will end the display of driver assistance images such as driver assistance images 32, 36, and 38 in step S114.
[0060] 3. Effects As described above, according to this embodiment, the driving support image (for example, driving support image 32) for assisting the following driving of the vehicle 1 includes, as a display for each of the multiple preceding vehicle candidates, a vehicle icon i indicating the preceding vehicle candidate, and an effect figure e arranged around the vehicle icon i, which represents the degree of the potential value P of each preceding vehicle candidate relative to the common maximum effect value Pmax among the multiple preceding vehicle candidates. This allows the driver of the vehicle 1 to grasp the air resistance reduction effect of each preceding vehicle candidate relative to the common maximum effect value Pmax, and to select a preceding vehicle that suits their preferences from among the multiple preceding vehicle candidates.
[0061] In addition, the driver is presented with multiple potential preceding vehicles around their own vehicle 1 (i.e., a selection including the optimal preceding vehicle candidate) and the estimated value (potential value P) of the air resistance reduction effect of each preceding vehicle candidate. Therefore, instead of the vehicle control system 10 simply deciding and presenting following a large vehicle that is likely to provide an air resistance reduction effect, it is possible to support the driver in performing the following driving with a sense of self-efficacy (in other words, achieving the driving state that the driver considers optimal for themselves). Furthermore, information related to ADAS, such as information on multiple preceding vehicle candidates (for example, information on the optimal preceding vehicle candidate and the position information of multiple preceding vehicle candidates), and information related to the energy management of their own vehicle 1, such as the potential value P (and current value C), are displayed associated with the same symbol (vehicle icon i). Therefore, compared to when this information is displayed in separate display areas, the driver can acquire the information necessary for following driving with less cognitive load.
[0062] Furthermore, according to this embodiment, the maximum effect value Pmax is the largest value among the potential values P of multiple preceding vehicle candidates. This allows the driver to understand the relative air resistance reduction effect (potential value P) of other preceding vehicle candidates based on the preceding vehicle candidate with the greatest air resistance reduction effect among the currently recognized multiple preceding vehicle candidates.
[0063] Furthermore, as already explained, a predetermined fixed value independent of the currently recognized multiple preceding vehicle candidates may be used as the maximum effect value Pmax. This allows the driver to grasp the overall level of air resistance reduction effect of the currently recognized multiple preceding vehicle candidates.
[0064] Furthermore, according to this embodiment, the driving support image displayed by the display device 30 after the vehicle 1 begins following the selected preceding vehicle includes a display of the current value C of the air resistance reduction effect obtained by following the selected preceding vehicle (for example, driving support images 36 and 38 in Figure 3). This allows the driver to understand the degree of the current value C relative to the potential value P (expected value) with respect to the air resistance reduction effect obtained by following the selected preceding vehicle. In other words, it becomes easy to understand how much air resistance reduction effect has been obtained relative to the potential value P at the present time. Therefore, it becomes easier for the driver to choose actions such as maintaining the current air resistance reduction effect, actively obtaining a higher air resistance reduction effect, or driving more comfortably even if the effect is reduced, while following the vehicle.
[0065] Furthermore, according to this embodiment, the current value C is displayed using effect figure e. This makes it possible to visually communicate to the driver the degree to which the current value C has reached (achieved) the potential value P. More specifically, the degree of the potential value P and the current value C relative to the maximum effect value Pmax may be displayed as continuously changing. In contrast, by displaying the degree of the potential value P and the current value C abstractly (for example, in stepped levels of large, medium, and small as shown in Figures 2 to 4), it is possible to suppress driving in narrow spaces compared to when the degree is displayed continuously (in detail).
[0066] Furthermore, if a candidate vehicle in a different lane than the current vehicle (second candidate vehicle) has a slightly higher air resistance reduction effect than a candidate vehicle in the same lane as the current vehicle (first candidate vehicle), and the driver assistance image is displayed without special consideration as if the second candidate vehicle has a higher air resistance reduction effect, the driver may be prompted to change lanes even though the improvement in fuel consumption or power consumption reduction effect due to the difference between the first and second candidate vehicles is actually small. To address this additional issue, according to the "additional processing" (related to step S104) described above, if the potential value P of the second candidate vehicle is greater than the potential value P of the first candidate vehicle, and the difference in potential values P between the first and second candidate vehicles is less than a predetermined threshold, the effect figure e of the first candidate vehicle and the effect figure e of the second candidate vehicle are displayed as the same. This prevents prompting the driver to change lanes in such cases.
[0067] In addition, in the embodiment described above, after the start of following the selected lead vehicle, the current value C is displayed along with the potential value P using effect figure e. Alternatively, only the potential value P may be displayed after the start of following the selected lead vehicle. This can suppress driving in narrow spaces caused by the driver's pursuit of air resistance reduction compared to the case where the current value C is displayed along with the potential value P. [Explanation of symbols]
[0068] 1 Vehicle (own vehicle), 2, 3, 4 Preceding vehicle candidates, 2e, 3e, 4e Effect shapes, 2i, 3i, 4i Vehicle icons, 10 Vehicle control system, 12 Vehicle status sensor, 14 Recognition sensor, 16 Position sensor, 18 Communication device, 20 Running gear, Electronic control unit (ECU), 24 HMI device, 26 Processor, 28 Storage device, 30 Display device, 32, 36, 38 Driving assistance images
Claims
1. A processor that calculates a potential value, which is the maximum expected air resistance reduction effect of the vehicle itself through follow-me driving, for each of the multiple candidate preceding vehicles around the vehicle itself, A display device that displays a driving assistance image to support the aforementioned follow-me driving, Equipped with, The aforementioned driving assistance image is displayed for each of the multiple candidate preceding vehicles, A vehicle icon indicating a potential preceding vehicle, An effect graphic is placed around the vehicle icon and represents the degree to which the potential value of each individual preceding vehicle candidate is relative to a common maximum effect value among the multiple preceding vehicle candidates. Includes, After the vehicle begins following a selected lead vehicle, which is one of the multiple lead vehicle candidates, the processor calculates the current value of the air resistance reduction effect obtained by following the selected lead vehicle. The driving assistance image displayed by the display device after the start of the tracking includes the display of the current value. Driving assistance system.
2. The current value is displayed using the effect graphic. The driving support device according to claim 1.
3. A processor that calculates a potential value, which is the maximum expected air resistance reduction effect of the vehicle itself through follow-me driving, for each of the multiple candidate preceding vehicles around the vehicle itself, A display device that displays a driving assistance image to support the aforementioned follow-me driving, Equipped with, The aforementioned driving assistance image is displayed for each of the multiple candidate preceding vehicles, A vehicle icon indicating a potential preceding vehicle, An effect graphic is placed around the vehicle icon and represents the degree to which the potential value of each individual preceding vehicle candidate is relative to a common maximum effect value among the multiple preceding vehicle candidates. Includes, The aforementioned plurality of candidate preceding vehicles include a first candidate preceding vehicle traveling in the same lane as the vehicle itself, and a second candidate preceding vehicle traveling in a different lane than the vehicle itself. The processor will display the same effect graphic for the first preceding vehicle candidate and the same effect graphic for the second preceding vehicle candidate if the potential value of the second preceding vehicle candidate is greater than the potential value of the first preceding vehicle candidate, and the difference in potential values between the first preceding vehicle candidate and the second preceding vehicle candidate is less than a predetermined threshold. Driving assistance system.