JP5565561B2 - Driving assistance system - Google Patents

Description

  The present invention relates to a driving assist system that performs an assisting operation for a driver by displaying a guidance information image superimposed on a windshield of a vehicle.

  Conventionally, when a destination is set, driving assistance that searches for optimal route candidates with respect to distance and time, presents them to the driver and selects them, and guides the selected route to the driver in a timely manner. The system is known. Further, in such a driving assist system, there is known a system in which guidance information is superimposed and displayed on a windshield in a driver's seat using a HUD (head up display) unit when guiding a driver.

  For example, Patent Document 1 (Japanese Patent Laid-Open No. 2005-69800) discloses a technique for guiding a driver by displaying a virtual object through a windshield at a landmark position using a HUD. Yes.

Patent Document 2 (Japanese Patent Application Laid-Open No. 2009-137491) describes a technique for displaying an image of an arrow indicating a vehicle traveling direction on a windshield.
JP 2005-69800 A JP 2009-137491 A

  Problems in configuring a driving assist system using conventional HUD technology will be described with reference to FIGS. FIG. 33 is a view of the front of the vehicle as viewed from the windshield not displaying the superimposed image by the HUD unit. Hereinafter, in the present specification, an example in which guidance information is superimposed and displayed by the HUD unit in the scenery in front of the vehicle shown in FIG. 33 will be described as an example of turning left before the landmark facility “MOJO”.

  FIG. 34 is a diagram showing a state in which only the superimposed image display of the landmark is performed on the windshield by the conventional HUD unit. FIG. 34 shows an example in which a virtual image of “MOJO”, which is a landmark logo, is generated by the HUD unit and displayed on the windshield. Here, in addition to such a superimposed display of landmarks, an arrow is superimposed on the windshield in order to guide the left turn in front of the landmark “MOJO”. Consider the following problems.

  FIG. 35 is a bird's-eye view of the situation when the guidance information is displayed on the HUD unit of the driving assist system according to the prior art. In FIG. 35, arrows and landmarks indicated by dotted lines indicate display data that is generated by the HUD unit and is to be superimposed and displayed on the windshield. Hereinafter, in the driving assistance system described in this specification, basically, the position information of the vehicle is acquired, the position information and the map information are matched, and the position on the map of the vehicle is grasped and recognized. A so-called navigation device functions in cooperation.

FIG. 35A shows a case where (recognized position of vehicle by navigation device) = (actual vehicle position). in this case,
FIG. 35B shows a case where (recognized position of the vehicle by the navigation device) is delayed from (actual vehicle position). In such a case, the image information composed of the arrows and landmarks superimposed and displayed by the HUD unit is displayed shifted to the far side in the vehicle traveling direction. That is, when viewed from the driver, the display is superimposed as shown in FIG.

  On the other hand, FIG. 35C shows a case where (vehicle recognition position by the navigation device) precedes (actual vehicle position). In such a case, the image information composed of the arrows and landmarks superimposed and displayed by the HUD unit is shifted and displayed on the front side in the vehicle traveling direction. That is, when viewed from the driver, the display is superimposed as shown in FIG.

  When (actual vehicle position) and (recognition position of the vehicle by the navigation device) are deviated as described above, superimposed display of guidance image information made up of arrows and landmarks is shown in FIG. 36 and FIG. Thus, there is a problem that the driver who refers to such a guidance display feels uncomfortable and it is difficult to accurately grasp the point to be bent. .

In order to solve the above problems, the invention according to claim 1, by superimposing displays an arrow indicating the guiding direction on the vehicle windshield, a driving assist system for driving assist for the driver, own A plurality of own position recognizing means for determining the own position of the vehicle; and a correcting means for correcting a width of an arrow indicating the guide direction . Based on the recognition state, the position error of the own position is estimated, and the width of the arrow is expanded by the position error of the estimated vehicle position information.

  The driving assist system according to the present invention is configured to correct the thickness of the arrow indicating the guide direction in the image information to be superimposed and displayed on the windshield of the vehicle. The possibility that the guidance point is included increases, and the driver can accurately grasp the point to bend without feeling uncomfortable.

1 is a diagram showing an outline of a driving assist system according to an embodiment of the present invention. It is a figure showing the outline of the block composition of the driving assistance system concerning the embodiment of the present invention. It is a figure which shows the structure of a map database. It is explanatory drawing which shows the change of the total score in the driving assistance system which concerns on embodiment of this invention. It is a figure which shows the processing flow of the driving assistance system which concerns on embodiment of this invention. It is explanatory drawing in the case of using the own position of another vehicle for correction | amendment in the driving assistance system which concerns on embodiment of this invention. It is explanatory drawing when not correct | amending in the driving assistance system which concerns on embodiment of this invention. It is explanatory drawing of travel lane recognition. It is a figure which shows the flowchart of the driving assistance process and operation | movement of the driving assistance system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the navigation apparatus position error determination processing subroutine in the driving assistance system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the superimposition display data creation and correction process subroutine in the driving assistance system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the arrow root part preparation process subroutine in the driving assistance system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the arrow arrowhead part creation process subroutine in the driving assistance system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the landmark creation process subroutine in the driving assistance system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the arrow width correction process subroutine in the driving assistance system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the landmark correction process subroutine in the driving assistance system which concerns on embodiment of this invention. It is a figure which shows the guidance condition referred when demonstrating each subroutine of a superimposition display data creation and correction process. It is a figure explaining the process performed by the arrow root part creation process subroutine. It is a figure explaining the data structure of a non-double road. It is a figure explaining the data structure of a bi-section road. It is a figure explaining the relationship between the guidance intersection and the relative position of a landmark. It is a figure explaining the correction process of the arrow data in the driving assistance system which concerns on embodiment of this invention, and landmark data. FIG. 5 is a bird's-eye view of superimposed display arrow data and landmark data in the driving assistance system according to the embodiment of the present invention. It is a figure which shows a mode that the guidance information which consists of an arrow and a landmark was superimposed and displayed on the windshield by the driving assistance system which concerns on embodiment of this invention. It is a figure which shows the example of an icon display by the HUD unit in the driving assistance system which concerns on embodiment of this invention. It is a figure explaining the concept of the arrow data for superimposition display in the driving assistance system which concerns on other embodiment of this invention. It is a figure explaining the concept of the arrow data for superimposition display in the driving assistance system which concerns on other embodiment of this invention. It is a figure which shows the example of a guidance information superimposition display on a windshield when the distance between a guidance point and a vehicle approaches. It is a figure which shows the flowchart of the arrow width correction process subroutine in the driving assistance system which concerns on other embodiment of this invention. It is a figure explaining the correction process of the arrow data in the driving assistance system which concerns on other embodiment of this invention, and landmark data. FIG. 10 is a bird's-eye view of superimposed display arrow data and landmark data in a driving assist system according to another embodiment of the present invention. It is a figure which shows a mode that the guidance information which consists of an arrow and a landmark was superimposed and displayed on the windshield by the driving assistance system which concerns on other embodiment of this invention. It is the figure which looked at the vehicle front from the windshield which is not performing the superimposition image display by a HUD unit. It is a figure which shows a mode that the landmark superimposed image display was performed on the windshield by the conventional HUD unit. It is a figure explaining the problem in the driving assistance system concerning a prior art. It is a figure which shows a mode that the superimposed image display of guidance information was performed with the HUD unit of the driving assistance system which concerns on a prior art. It is a figure which shows a mode that the superimposed image display of guidance information was performed with the HUD unit of the driving assistance system which concerns on a prior art.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram illustrating an outline of a driving assist system according to an embodiment of the present invention, and FIG. 2 is a diagram illustrating an outline of a block configuration of the driving assist system according to an embodiment of the present invention.

  In the driving assist system according to the embodiment of the present invention, the concept of “confidence level” is introduced as an index related to the likelihood of the position information of the host vehicle. Based on such “confidence level”, the guide image information such as an arrow superimposed on the windshield is corrected and adjusted by the HUD unit. According to such correction, there is an increased possibility that the guidance point is included in the superimposed display of the arrows, and the driver can accurately grasp the point to bend without feeling uncomfortable.

  Hereinafter, in the present embodiment, the self-position to be recognized when calculating the degree of confidence is a position on the travel path along the travel direction in a situation where the vehicle travels along the travel path. Although described based on a certain example, the self position to be recognized may be a position in the width direction with respect to the traveling direction (more specifically, the traveling lane r may be recognized). . In a situation where there is a possibility that the vehicle is traveling on multiple traveling paths, such as parallel roads, make sure that the actual traveling path is the recognition target. Also good. In other words, in addition to the function of recognizing the own position in the direction along the travel path that can be executed in the present embodiment, a configuration that enables recognition of the travel path width direction and recognition of the travel path itself is additionally provided. It can also be done.

  In the present embodiment, when executing the own position correction, the own position is recognized in advance in the own vehicle Ci, and the degree of confidence of the own position is obtained. First, the self-recognized position and the degree of confidence are received. First, a comparison is made between the confidence levels, and only when the confidence level of the other vehicle Co is higher than the confidence level of the own vehicle Co The own position of the host vehicle Ci is corrected based on the position.

  The present embodiment is an example in which the position to be recognized is a position on the travel path R along the travel direction. For example, as shown in FIGS. It is an example which recognizes a position. These drawings show a state where the vehicle is traveling on the traveling path R from the bottom to the top.

  In the drawing, the car shown on the upper side corresponds to the other car Co described so far, and the car shown on the lower side corresponds to the host vehicle Ci. Therefore, in these examples, whether or not to correct the own position based on the own position information from the other vehicle Co in the own vehicle Ci illustrated in the lower side becomes a problem.

  The form of the own position recognition system 1 on the own vehicle side in the driving assist system according to this embodiment is shown in FIG.

  The own position recognition system 1 is constructed as a system for determining the own position of the own vehicle Ci, and the navigation apparatus for generating the navigation information based on the information on the own position obtained by the own position recognition system 1. It is sent to the main body 2 or the travel control device 3 for performing travel control and used appropriately. Further, the information on the own position obtained by the own position recognition system 1 is also used in image generation for superimposed display in the HUD (head-up display) unit 100.

In the navigation device body 2, for example, the information on the own position is used for searching for a new route and guidance based on the current accurate own position, and the current position is accurately displayed on the map. Used for.

  In the traveling control device 3, for example, when there is a stop line ahead and the own vehicle Ci needs to be stopped, it is used to perform appropriate deceleration control.

  The self-position recognition system 1 includes an arithmetic control device 4 serving as a system main body and various attached devices connected to the arithmetic control device 4.

  The arithmetic and control unit 4 is configured to be able to capture detection information from the autonomous navigation sensor 5. Specifically, the autonomous navigation sensor 5 includes a direction sensor 5a for detecting a direction in which the host vehicle is facing, and a vehicle travel distance based on the number of rotations of a rotating body connected to a wheel such as a drive shaft. And a distance sensor 5b for obtaining

  Detection information from the autonomous navigation sensor 5 is used to calculate a movement locus of the own vehicle. In other words, by finding the movement locus of the vehicle as having been moved to the azimuth detected by the azimuth sensor 5a by the traveling distance determined from the distance sensor 5b during a predetermined time interval. The position can be obtained sequentially.

  A GPS receiver 6 is connected to the arithmetic control device 4, and the GPS information sent from the GPS satellite 7 is sequentially received, and based on the GPS information from the GPS information in the arithmetic control device 4. The self-position can be recognized. The self-location obtained based on the GPS information is information obtained as a combination of longitude and latitude.

  The arithmetic and control unit 4 is configured to receive image information that is imaging information from the front camera 8a and the rear camera 8b. For example, a feature that is within the imaging range of each camera 8 by image recognition. M is configured to be recognizable. FIG. 8 is an example of an image captured by the front camera 8a.

  A vehicle-to-vehicle communication module 9 (an example of a vehicle-to-vehicle communication means) is connected to the arithmetic and control unit 4 and is configured to receive information received from the module 9 through vehicle-to-vehicle communication. In the present application, the information to be communicated in the inter-vehicle communication is the information on the own position of the transmitting vehicle that is the other vehicle Co and its confidence level.

  The arithmetic control device 4 is connected to an inter-vehicle distance detection module 10 (an example of a positional relationship detection means), and the relative position information of the transmission vehicle Co with respect to the host vehicle Ci is input from the inter-vehicle distance detection module 10. It is configured. In the example illustrated in FIGS. 6 and 7, the inter-vehicle distance detection module 10 detects the inter-vehicle distance from the front vehicle Co. That is, the inter-vehicle distance between the transmitting vehicle Co and the host vehicle Ci existing in the traveling direction R on the traveling path R is input to the arithmetic and control unit 4.

  The arithmetic and control unit 4 includes a database DB, which includes a map database DBm, a confidence level calculation database DBc, and a position error database DBd. The database DB includes a device having a recording medium capable of storing information and its driving means, such as a hard disk drive, a DVD drive equipped with a DVD-ROM, a CD drive equipped with a CD-ROM, and the like. It is provided as a configuration.

The map database DBm is a database that stores map information. FIG. 3 is an explanatory diagram showing the contents of the map information stored in the map database DBm. As shown in this figure, the map database DBm stores a road network layer L1, a road shape layer L2, and a feature layer L3 as map information.

  The road network layer L1 is a layer that indicates connection information between roads that are the traveling road R. Specifically, it has information on a large number of nodes N having position information on a map expressed by latitude and longitude, and information on a large number of links L constituting the road by connecting the two nodes N. It is configured. Each link L includes information such as a road name, a road type (a type such as an expressway, a toll road, a national road, a prefectural road), a link length, and the like as link information.

  The road shape layer L2 is a layer that is stored in association with the road network layer L1 and indicates the shape of the road. Specifically, information on a number of road shape complementary points S that are located between two nodes N (on the link L) and have position information on the map expressed in latitude and longitude, and each road shape complementary point Information of the road width W in S.

  The feature layer L3 is a layer that is stored in association with the road network layer L1 and the road shape layer L2, and indicates information on various features provided on the road and in the vicinity of the road. As the information on the feature M stored in the feature layer L3, at least the feature M to be image-recognized that can be captured by a camera or the like is stored together with the related information.

  Specifically, as the feature M, various features such as a feature Mp of a paint display provided on the road surface of the road, a feature of a three-dimensional object such as various road signs Mf and a traffic light Ms provided along the road, etc. Information about the object is stored in the feature layer L3. Here, for example, the white line that separates the lane (including information on the type of lane marking such as solid line, broken line, and center line), zebra zone, stop line, pedestrian crossing, and the traveling direction of each lane are specified in the paint display The display includes a direction-by-direction traffic classification display, speed display, and the like. In addition, although not precisely based on paint, a manhole provided on the road surface may also be included in the paint display here. In addition to various road signs and traffic lights, the three-dimensional objects include various three-dimensional objects provided on or around the road, such as guardrails, buildings, utility poles, and signboards. The feature layer L3 also stores information related to the landmark Ml such as shops and service facilities existing along the road. In the driving assist system according to the present embodiment, the data for the superimposition table to be displayed on the HUD unit 100 is created using the data related to the landmark Ml.

  By using the map database DBm as described above, the current position of the vehicle Ci is displayed on the map on the basis of the current position (latitude / longitude) obtained from the traveling locus from the autonomous navigation sensor 5 or GPS information. Can be matched.

  Further, since various features M are registered in the map database DBm together with their positions in the feature layer L3, the specific feature M is captured in the image captured by the camera 8 described above. The position (absolute coordinate position) of the vehicle Ci is recognized from the position registered in the map database DBm of the feature M and the positional relationship between the feature M and the vehicle Ci found from the image. Can do.

  The confidence level calculation database DBc includes a score database DBc1 and a confidence level conversion database DBc2.

  As shown in Table 1 below, the score database DBc1 is a score that is added or subtracted at the timing of recognition of its own position (shown in the left column of Table 1), and case factors of the score (shown in the right column of Table 1) Is a data table summarizing the relationship with The addition and subtraction of scores is determined by plus or minus shown in the left column.

表１に示す事例要因に関して例示的に説明しておくと、「道路上の地物を認識し位置補正が成された直後」に、得点が５０点加算される。これは、地物Ｍの認識を行って位置補正をすると、その確からしさが最も増す状況となるためである。

For example, the case factors shown in Table 1 will be described. After the feature on the road is recognized and the position is corrected, 50 points are added. This is because when the feature M is recognized and the position is corrected, the probability is most increased.

  On the other hand, the score is subtracted every 5 points “every 10 m after the feature recognition position correction”. This situation corresponds to the fact that after performing position correction with feature recognition and running while recognizing its own position with normal autonomous navigation, the degree of confidence decreases according to the distance traveled.

  Regarding the GPS reception status, if the reception status is relatively good, a relatively high score can be given (20 points addition), but if the reception status is bad, the score does not change (0 points addition). Show.

  Immediately after turning right or left at the intersection, after correction with a curve, a certain amount of points can be given based on the information on the points (the former adds 20 points and the latter adds 10 points). On the other hand, the confidence level decreases in the tunnel (10 points subtraction). Furthermore, the degree of confidence decreases due to a failure of an image recognition system such as a camera or a GPS receiver (the former subtracts 40 points and the latter subtracts 30 points).

  The structure of the confidence conversion database DBc2 is shown in Table 2.

  This table shows the relationship between the total score (the right column in Table 2) and the confidence level (the left column in Table 2) obtained as the integrated value of the scores. The higher the total score, the higher the confidence level is set. You can see that

位置誤差データベースＤＢｄのデータ構造を表３に示す。この表は、表２で算出される自信度（表３右欄）とナビゲーション装置の推定位置誤差（表３左欄）との関係を示したものであり、自信度が高いほど、推定位置誤差が低く設定されているものである。

Table 3 shows the data structure of the position error database DBd. This table shows the relationship between the degree of confidence calculated in Table 2 (the right column in Table 3) and the estimated position error of the navigation device (the left column in Table 3). The higher the degree of confidence, the estimated position error. Is set low.

ＨＵＤユニット１００はインストルメントパネルに内蔵され重畳表示用の光を投影し、運転者に認識可能なウインドシールド上の虚像を再現するユニットであり、例えば、重畳表示用のデータを生成し、このデータをウインドシールドに投影する光学系などからなるものである。ＨＵＤユニット１００で投影された光は、車両１０前方のウインドシールド１２の実像に重畳表示される。なお、ＨＵＤユニット１００としては、例えば、特開２００９−６７３３３号公報、特開２００９−１３７４９１号公報、特開２００９−１４５５４０号公報、特開２００９−２１７６８２号公報に記載のものなどを用いることができる。

The HUD unit 100 is a unit that is built in the instrument panel and projects superimposed display light, and reproduces a virtual image on the windshield that can be recognized by the driver. For example, the HUD unit 100 generates data for superimposed display. It consists of an optical system that projects the image onto the windshield. The light projected by the HUD unit 100 is superimposed on the real image of the windshield 12 in front of the vehicle 10. As the HUD unit 100, for example, those described in JP 2009-67333 A, JP 2009-137491 A, JP 2009-145540 A, and JP 2009-217682 A may be used. it can.

  In the driving assist system according to the present embodiment, in particular, as the control unit 101 of the HUD unit 100, the superimposed display data creating unit 102 that creates superimposed display data and the data created by the superimposed display data creating unit 102 are corrected. And superimposed display data correction means 103. The data projection unit 104 is an optical system such as a laser or a lens that projects the superimposed display data created and corrected by the control unit 101 onto the windshield.

The above is the description of the devices connected to the arithmetic control device 4 and the functions thereof. The configuration within the arithmetic control device 4 will be described below.

  As can be seen from FIG. 2, the device 4 includes a self-position recognition unit 41, a self-position determination unit 42, a confidence level determination unit 43, and a confidence level comparison unit 44.

  The self-position recognition unit 41 is a functional unit that executes recognition of the self-position from information sent to the arithmetic control device 4, and the self-position determination unit 42 corrects the self-position recognized so far, This is a functional unit that corrects and determines the self-position with the highest certainty as the current self-position.

  On the other hand, the confidence level determination unit 43 is a functional unit that calculates the level of confidence regarding the position determined as described above, and the confidence level comparison unit 44 is sent via the inter-vehicle communication module 9. Whether the confidence level of the other vehicle Co and the confidence level of the current host vehicle Ci are compared, and based on the comparison result, the host position determination unit 42 should correct the other vehicle information and determine the host vehicle position. It is a functional unit that determines whether or not.

  In this example, the own position recognizing unit 41 is provided with three kinds of recognizing means: a first own position recognizing means 41a, a second own position recognizing means 41b, and a third own position recognizing means 41c.

  The first own position recognizing means 41a is a means for obtaining the own position by autonomous navigation, and based on the information from the direction sensor 5a and the distance sensor 5b, the movement locus of the own vehicle is sequentially determined at each own position recognition processing timing. It is a means for obtaining and recognizing its own position.

  The second self position recognizing means 41b is a means for recognizing the self position based on GPS information received at a predetermined timing from a GPS satellite.

  The third position recognition unit 41c compares the imaging information of the camera 8 and the like with the information of the feature M stored in the map database DBm, and the same feature M is recognized in the captured image. Furthermore, it is a means for recognizing its own position based on the position information of the feature M. Since the self position recognition by this means is based on the presence of the feature M, the recognition is performed only at the timing when the vehicle reaches the point where the feature M exists.

  The own position determining unit 42 is provided with own vehicle information dependent correcting means 42a for correcting own position dependent on own vehicle information, and other vehicle information dependent correcting means 42b for correcting own position based on other vehicle information. Yes.

  The own vehicle information dependence correction means 42a determines the current own position based on the new recognition information when a new own position is recognized by the own position recognition unit 41 with respect to the own position determined in the past. It is a functional means for correcting and determining. That is, each of the own position recognizing means 41a, 41b, 41c provided in the own position recognizing unit 41 has a fixed timing (the first own position recognizing means 41a is set at a certain time interval, and the second own position recognizing means 41b is Each time GPS information is taken in, the third position recognition means 41c recognizes its position every time a feature that can be used for position recognition is image-recognized). Specifically, when the self-position recognized by the second self-position recognition means 41b and 41c exists while the self-position recognized by the first self-position recognition means 41a is used for correction / determination. The self position recognized by the latter means is prioritized over the self position recognized by the first self position recognizing means 41a, and the self position is corrected and determined.

That is, in the case of this example, since the probability of the self-position recognition is higher on the latter side, information on the latter side is preferentially used for correction / determination of the own position. Here, since the frequency of self-position recognition is higher in the former side, the second and third self-position recognition means 41b and 41c were recognized based on autonomous navigation in a situation where self-position recognition was not possible. Your position is automatically used.

  By doing in this way, in the own vehicle information dependence correction means 42a, the own position is always corrected and determined from information obtained by the own vehicle.

  The other vehicle information dependent correction means 42b is a functional means for executing a correction method unique to the present invention.

  This means that the own position of the other vehicle Co is received with respect to the own position determined by the own vehicle information dependence correcting means 42a based on the own vehicle information, and the degree of confidence in the own position of the other vehicle Co is high. As a condition, the own position of the own vehicle Ci is corrected / determined based on the own position of the other vehicle Co.

  The other vehicle information dependent correction means 42b receives the own position of the other vehicle Co and the distance between the own vehicle Ci and the other vehicle Co. Therefore, in this means 42b, a position separated by the inter-vehicle distance is obtained as the own position with reference to the own position of the other vehicle Co.

  The self-position obtained in this way is given priority over the self-position determined by the own vehicle information dependence correction means 42a, and when this means 42b works, it is decided by the other vehicle information dependence correction means 42b. The determined own position is determined as the current own position.

  The reason for this determination is that information necessary for position determination is sent to the other vehicle information dependence correction means 42b, and the confidence level comparison unit 44 performs the other vehicle information at the stage of executing the processing in this means. This is because the determination result that the confidence level of Co is higher than the confidence level of the vehicle Ci is being obtained.

  The confidence level determination unit 43 includes score accumulation means 43a and confidence level calculation means 43b.

  The score accumulating means 43a determines the determination status every time the own position determination unit 42 performs the own position determination. When the determination status corresponds to the addition / subtraction of the score, it is shown in Table 1. In accordance with the score table, the score is added / subtracted and added up as a total score. At the same time, when the own position is determined by the autonomous navigation that is always performed, as shown in Table 1, after the feature recognition position correction, 5 points are subtracted every 10 m of travel.

  The total score is provided with an upper limit value (for example, 100 points) and a lower limit value (for example, −100 points), so that the total score is within a certain range even if a specific event occurs continuously. It is configured.

  This integration state will be described with reference to FIG.

  In FIG. 4, the upper diagram shows the running state of the car C, and the lower diagram shows the change in the total score (score integrated value) when the running shown in the upper diagram is performed.

  The above figure shows the situation where the car C travels from the right side to the left side, where there is a pedestrian crossing X that is a feature M that can recognize its position in the direction of travel, and there is a tunnel T beyond that. Is shown. On the other hand, a downward arrow indicates that the position of the subject is sequentially determined at the position where the arrow is described. In this example, the position is first recognized and determined by the pedestrian crossing X, which is the feature M, and then the position recognition state by the autonomous navigation continues for a while, during which time GPS information is received twice, After the self-position recognition and correction based on the GPS information, the tunnel T is reached.

  As for the change of the total score, first, assuming that the total score is 0, 50 points are added when the self-position recognition using the pedestrian crossing X which is the recognition of the self-position by the feature M is first performed. After that, in the autonomous navigation state, the total score gradually decreases, but 20 points are added every time the position is recognized using the GPS information, and the total score is a sawtooth as shown in the figure. Changes. By entering the tunnel T, 10 points are subtracted when entering the tunnel T.

  The confidence level calculation means 43b calculates the confidence level from the confidence level conversion table shown in Table 2 based on the total score accumulated by the score accumulation means 43a.

  Therefore, the calculated degree of confidence is always maintained in a vehicle in a running state.

  The above is the description of the configuration of the arithmetic and control unit 4 in this embodiment. Hereinafter, the correction of the position on the traveling road along the traveling direction will be described based on FIGS. 5, 6, and 7.

  In the description, it is assumed that the own vehicle Ci and the other vehicle Co exist, but both the vehicles Ci and Co have a function unit that enables recognition, correction and determination of the own position, and the degree of confidence of the corrected and determined own position. And a vehicle communication module 9 are provided. Furthermore, the own vehicle Ci is provided with an inter-vehicle distance detection module 10 for detecting an inter-vehicle distance from another vehicle Co.

  FIGS. 6 and 7 show a situation in which the other vehicle Co has reached the position where the pedestrian crossing X is located in advance, and the own vehicle Ci tries to approach the other vehicle Co in a state following the other vehicle Co. Yes. Therefore, the other vehicle Co is a transmitting vehicle, and the host vehicle Ci is a receiving vehicle.

  6 and 7 both show a situation in which the other vehicle Co has approached the pedestrian crossing X, which is the feature M, but in the state shown in FIG. This shows a situation in which the position of the other vehicle Co is well determined with reference to the position of. Therefore, the confidence level of the other vehicle Co is changed from 2 to 10.

  On the other hand, the state shown in FIG. 7 shows a situation in which the position of the other vehicle Co is not well determined based on the position of the pedestrian crossing X because the feature recognition is not performed well. Therefore, the confidence level of the other vehicle Co remains at 2.

  From this state, correction / determination of the own position of the own vehicle Ci using inter-vehicle communication between the own vehicle Ci and the other vehicle Co is executed.

  FIG. 5 shows a processing flow in the vehicle Ci in this state. Hereinafter, the description will proceed according to this flow.

  Accompanying the start of the process, information on another vehicle Co (front vehicle) is acquired (step 1). The information acquired at this time includes an identification number of another vehicle Co, a vehicle type, a communication form, and the like. When the information on the other vehicle Co cannot be acquired and the other vehicle Co cannot be recognized (step 2: NO), the information acquisition is repeated. When information can be acquired and communication can be established (step 2: YES), the confidence level of the other vehicle Co is acquired (step 3).

Then, the confidence level comparison unit 44 compares the confidence levels of the other vehicle Co and the host vehicle Ci (step 4). As a result of the comparison, when the confidence level of the other vehicle Co is higher than the confidence level of the own vehicle Ci (step 4: YES), the process of correcting the own location of the own vehicle Co based on the information of the own location of the other vehicle Co is performed. Move (steps 5-8).

On the other hand, as a result of comparison, when the confidence level of the other vehicle Co is lower than the confidence level of the own vehicle Ci (step 4: NO), the process returns to step 1 and the confidence level of the other vehicle Co exceeds the confidence level of the own vehicle Ci. Steps 1 to 4 are repeated until the above. This situation is the situation shown in FIG. 7. In this figure, the own position of the own vehicle Ci that is the succeeding vehicle is not corrected according to the information of the other vehicle.

  As shown in FIG. 6, in the case where the confidence level of the host vehicle Ci is lower than the confidence level of the other vehicle Co, the following processing is sequentially executed. That is, information on the own position of the other vehicle Co (front vehicle) is acquired (step 5). The inter-vehicle distance detection module 10 detects and acquires the inter-vehicle distance between the other vehicle Co and the host vehicle Ci (step 6). Subsequently, the other vehicle information dependence correcting means 42b obtains the own position of the own vehicle Ci from the own position of the other vehicle Co and the inter-vehicle distance obtained in this way, and uses the obtained own position as the current position. Is corrected and determined (step 7). If this correction is completed satisfactorily, the self-position correction / determination process is completed (step 8: YES). If it cannot be completed for some reason, the process returns to step 5 to execute the process. When completed, the self-recognition degree of own vehicle Ci is replaced with the self-confidence degree of the other vehicle.

  This situation is the situation shown in FIG. 6, and the confidence level of the vehicle Ci is changed from 5 to 10.

  Next, processing / operation of the driving assist system according to the present embodiment, which is executed based on the degree of confidence obtained as described above, will be described. FIG. 9 is a diagram showing a flowchart of driving assist processing / operation of the driving assist system according to the embodiment of the present invention. The process according to the flowchart of FIG. 9 is started when a power source such as an engine / motor in the vehicle is started, and is ended when the operation of the power source is stopped.

  In FIG. 9, when the process of the driving assist system is started in step S100, the process proceeds to step S101, and data such as a matching result between the vehicle position and map data is acquired from the navigation device side. In step S102, it is determined whether or not the navigation device is guiding a predetermined route. When the determination result in step S102 is YES, the process proceeds to the next step S103.

  In step S103, the route being guided by the navigation device is acquired, and in step S104, the nearest intersection information in the route is acquired. Such information includes information related to the distance to the guidance intersection.

  In step S105, it is determined whether the distance to the next nearest intersection is 300 m or less. If this determination is YES, the process proceeds to step S106. In step S106, a subroutine for navigation device position error determination processing is executed. Here, this subroutine will be described.

  FIG. 10 is a flowchart of a navigation device position error determination processing subroutine in the driving assist system according to the embodiment of the present invention. In FIG. 10, when the navigation apparatus position error determination processing subroutine is started in step S200, the confidence level obtained by the own position recognition system 1 is acquired in the subsequent step S201. In the next step S202, the position error in the navigation device corresponding to the degree of confidence is acquired from the position error database DBd, and the process returns to the original routine in step 203.

  Returning to FIG. 9, in step S107, it is determined whether or not the position error obtained in the previous subroutine is less than ± 20 m. If the determination result in step S107 is YES, the process proceeds to step S108, and if NO, the process proceeds to step S110.

  In step S108, a superimposed display data creation / correction processing subroutine is executed. FIG. 11 is a flowchart of a superimposed display data creation / correction processing subroutine in the driving assist system according to the embodiment of the present invention.

  The superimposed display data creation / correction processing subroutine shown in FIG. 11 is executed by the control unit 101 in the HUD unit 100. The data projection means 104 uses the superimposed display data generated in this subroutine as guidance information to windshield. Projection display. The guidance information generated by this subroutine consists of an arrow indicating the direction of turning at a guidance point such as a left or right turn intersection or a branch point, and a landmark useful for recognizing the guidance point. Also, when creating data related to an arrow for superimposed display, the data is created separately for the root of the arrow and the arrowhead.

  This superimposed display data creation / correction processing subroutine further includes an arrow root portion creation processing (step S301), an arrow arrowhead portion creation processing (step S302), a landmark creation processing (step S303), and an arrow width correction processing (step S304) and landmark correction processing (step S305), each subroutine will be described below. In addition, the process which connects between the root part data and the arrowhead part data shall be performed suitably.

  In describing the following subroutine, FIG. 17 is referred to as appropriate. FIG. 17 is a diagram showing a guidance situation to be referred to when explaining each subroutine of the superimposed display data creation / correction processing, and is a diagram showing a bird's-eye view of the situation when guidance information is displayed on the HUD unit of the driving assist system. is there. The situation in FIG. 17 corresponds to the scenery in front of the vehicle shown in FIG.

  FIG. 12 is a flowchart of an arrow root part creation processing subroutine in the driving assist system according to the embodiment of the present invention. In the subroutine shown in FIG. 12, the root portion of the arrow for superimposed display is created. For this purpose, in step S401, road shape information from the road shape layer L2 of the map database to the guidance intersection is acquired. In the loop according to step S402 to step S403, the information on the road shape complement point S is acquired from the road shape layer L2, and the line segment according to the azimuth and length is arranged, whereby the arrow root portion is obtained. Create data for. FIG. 18 shows a processing image executed in such an arrow root part creation processing subroutine. FIG. 18 is an exaggerated representation of the road swell shown in FIG. 17. In this subroutine, the data at the root of the arrow is based on the road shape complement points S of 1 to 6 shown in FIG. Like to create.

  Next, a subroutine for creating the superimposed display data for the arrowhead part of the arrow will be described. FIG. 13 is a flowchart of an arrow and arrowhead portion creation processing subroutine in the driving assist system according to the embodiment of the present invention. Prior to the description of the flowchart below, the data structure of the non-bisection road and the bisection road will be described. FIG. 19 is a diagram for explaining the data structure of a non-bisection road, FIG. 20 is a diagram for explaining the data structure of a bi-section road, and in FIGS. A point S is shown.

In the non-double road shown in FIG. 19, the road shape complement point S is 1 for each traveling direction with respect to one road.
It is a road with points. On the other hand, the bisection road shown in FIG. 20 is a road in which two road shape complementary points S are provided for each traveling direction with respect to one road. Normally, in the map database handled by the navigation device, non-bisection roads are the main, but roads with separation zones are often converted into data as the above-mentioned bisection roads. . In this subroutine, the data for the arrowhead portion is created according to such a non-two-way road and two-way road.

  In the flowchart shown in FIG. 13, when the arrow and arrowhead part creation subroutine starts in step S500, in the subsequent step S501, the road width W scheduled to travel is acquired from the map database.

  Further, in the next step S502, it is determined whether or not the scheduled road is a bisection road. When the determination in step S502 is YES, the process proceeds to step S503, and the algorithm for creating the arrowhead portion corresponding to the bisection road is executed. When the determination is YES, the process proceeds to step S507, and the arrowhead corresponding to the non-bisection road is performed. A part creation algorithm is executed.

In step S503, the width of the arrowhead portion of the bifurcated road is calculated by (arrow width) = (road width) / 2.
In step S504, it is determined whether or not it is a left turn. If this determination is YES, the process proceeds to step S505, where (reference position) = (guide target intersection) − (road width) ) ÷ 4. If the determination is NO, the process proceeds to step S506, where the reference position is calculated by (reference position) = (guide target intersection) + (road width) ÷ 4. In such calculation of the reference position, FIG. 20 is a reference drawing.

  If the determination in step S502 is NO, that is, if the scheduled road is a non-bifurcation road, the process proceeds to step S507, where the width of the arrowhead portion of the non-bifurcation road is (arrow width). = Calculated by (road width). In step S508, a reference position for creating an arrowhead is calculated by (reference position) = (guide target intersection). In calculating the reference position, FIG. 19 is a reference drawing.

  Next, a subroutine for creating landmark superimposed data will be described. FIG. 14 is a flowchart of a landmark creation processing subroutine in the driving assist system according to the embodiment of the present invention.

  In FIG. 14, when the landmark creation process is started in step S600, the process proceeds to step S601 to determine whether or not there is a landmark near the guidance intersection. If the determination is NO, the process proceeds to step S605, returns to the original routine without creating the data for the landmark, and if the determination is YES, the process proceeds to step S602.

  In step S602, the coordinates of the landmark are acquired from the map database, and in step S603, the coordinates of the guidance intersection are acquired. In step S604, as shown in FIG. 21, the relative position (Xm, Ym) between the guidance intersection and the landmark is calculated. Based on such relative positions, the position of the landmark data to be superimposed and displayed by the HUD unit is obtained from the relative position of the arrow data and the landmark.

  Next, a subroutine for processing for correcting the arrow width of the created arrow data will be described. FIG. 15 is a view showing a flowchart of an arrow width correction processing subroutine in the driving assist system according to the embodiment of the present invention.

  In FIG. 15, when the arrow width correction process is started in step S700, the process proceeds to step S701 to acquire the own position error data in the navigation device calculated in step S106. In step S702, the width of the guide arrow is expanded by the position error of the navigation device, and the process returns to the routine in step S703.

Here, specific processing performed by the arrow width correction processing subroutine will be described with reference to FIG. If the degree of confidence related to the probability of the current position of the vehicle is 3, the position error is estimated as less than ± 20 m from Table 3. At this time, as shown in FIG. 22, the position of the host vehicle recognized by the navigation device is estimated to be shifted by less than ± 20 m. Therefore, in the arrow width correction process, the width of the arrowhead part of the arrow data for superimposed display is expanded by 20 m in each of the + direction (backward direction when viewed from the vehicle) and the-direction (front side when viewed from the vehicle). The correction process to be executed is executed.

  Next, a subroutine for processing for correcting the created landmark data will be described. FIG. 16 is a flowchart of a landmark correction processing subroutine in the driving assist system according to the embodiment of the present invention.

  In FIG. 16, when the landmark correction process is started in step S800, it is determined in the subsequent step S801 whether or not there is a landmark near the intersection to be guided. If the result of the determination is NO, the process proceeds to step S807 and returns to the original routine, and if the result is YES, the process proceeds to step S802.

  In step S802, it is determined whether or not the landmark exists on the near side of the intersection. If the determination result in step S802 is YES, the process proceeds to step S803, where the position of the landmark is offset and arranged in front of the position error position of the navigation device, and in step S804, a correction for enlarging the landmark is executed. .

  On the other hand, if the determination result in step S802 is YES, the process proceeds to step S805, where the landmark position is offset and arranged on the far side of the position error of the navigation device, and in step S806, the landmark is corrected to be reduced. Run.

Here, specific processing performed by the landmark correction processing subroutine will be described with reference to FIG. In FIG. 22, since the position error by the navigation device is determined to be less than ± 20 m, in the previous arrow width correction process, the width of the arrowhead portion of the arrow data is set to the + direction (backward direction as viewed from the vehicle), − Correction processing for extending 20 m in each direction (front side as viewed from the vehicle) was performed. At the same time, in the landmark correction process, the landmark data existing on the back side as viewed from the vehicle is offset by 20 m in the + direction, and further reduced.

  Returning to the flowchart of FIG. 9, in step S109, the data created in step S108 as described above (for example, the data shown in FIG. 22) is superimposed and displayed on the windshield by the data projection means 104. An example of guidance information display in step S109 is shown in FIG.

  FIG. 23 shows a case where the position error by the navigation device is determined to be less than ± 20 m (as shown in FIG. 22), and the arrow data for superimposed display and the landmark when the actual vehicle position error is 10 m. FIG. 24 is a diagram showing a bird's-eye view of data arrangement, and FIG. 24 is a diagram showing a state from the driver's seat when the guidance information for superimposed display is projected and superimposed on the windshield. As shown in FIG. 22, the arrowhead portion of the arrow data is widened in accordance with the certainty of the position of the host vehicle, and the landmark data is offset accordingly, so the driver seat shown in FIG. From there, the road that is scheduled to travel will fall within the width of the arrow.

  In other words, the driving assist system according to the present invention is configured to correct the thickness of the arrow indicating the guide direction in the image information superimposed on the windshield of the vehicle. Therefore, the possibility that the guidance point is included is increased, and the driver can accurately grasp the point to bend without feeling uncomfortable.

  Returning to the flowchart of FIG. 9, when the determination in step S107 is NO, that is, when the position error is larger than a predetermined value, the correction of the arrowhead width of the superimposed display data and the offset of the landmark data as described above are as follows. I can not cope. Therefore, when the determination is NO, in step S110, display that indicates the position of the guidance point is not performed, and display processing using icons is performed. FIG. 25 is a diagram showing an icon display example by the HUD unit 100 in the driving assist system according to the embodiment of the present invention. Such an icon display according to FIG. 25 does not cause a display to trace the guidance point / traveling road, and therefore does not cause unnecessary confusion for the driver.

  Next, another embodiment of the present invention will be described. FIG. 26 is a diagram for explaining the concept of creating superimposed display arrow data in a driving assistance system according to another embodiment of the present invention. In the previous embodiment, the processing for correcting the arrowhead width of the arrow data is executed. However, in the present embodiment, the processing for correcting the length of the arrowhead portion is further executed. In the present embodiment, a process of changing the length of the arrowhead according to the rules shown in Table 4 according to the degree of confidence acquired from the self-position recognition system 1 is executed. For example, as shown in FIG. 26, when the degree of confidence is 3, the superimposed display data is created with the arrowhead length as 5 m.

  In such an embodiment, the length of the arrowhead indicating the planned traveling direction is changed according to the certainty of the vehicle position. That is, the higher the degree of confidence calculated by the own position recognition system 1, the longer the arrowhead length is displayed. On the contrary, when the confidence level is low, the length of the arrowhead is shortened, and particularly when the vehicle position is not very reliable, the direction indication is suppressed, causing unnecessary confusion for the driver. Nothing will happen.

次に、本発明の他の実施形態について説明する。図２７は本発明の他の実施形態に係る運転アシストシステムにおける重畳表示用矢印データ作成の概念を説明する図である。これまで説明した実施形態においては、案内前の進行方向と、案内後の進行予定方向との間のなす角度については考慮されていなかったが、本実施形態ではこのことを考慮して、重畳表示用の矢印データを作成するものである。なお、本実施形態はこれまで説明した実施形態と組み合わせて、実施することもできるし、これのみ単独で実施することもできる。

Next, another embodiment of the present invention will be described. FIG. 27 is a diagram for explaining the concept of creating superimposed display arrow data in the driving assistance system according to another embodiment of the present invention. In the embodiments described so far, the angle formed between the traveling direction before guidance and the planned traveling direction after guidance has not been considered, but in this embodiment, this is considered and superimposed display is performed. The arrow data is created. In addition, this embodiment can be implemented in combination with the embodiment described so far, or can be implemented alone.

In the present embodiment, a process of enlarging the width of the arrowhead according to the angle θ formed between the traveling direction before guidance and the planned traveling direction after guidance, for example, according to the magnification defined in Table 5 is executed. To do. For example, as shown in FIG. 26, when θ is approximately 90 °, the arrowhead width expansion correction process is the same magnification process. However, when θ is 30 °, the arrowhead width expansion correction is performed. Is processed as 1.5 times.

  In such an embodiment, the superimposed display arrow data is created according to the angle formed between the traveling direction before guidance and the planned traveling direction after guidance, so that the driver feels uncomfortable visually. It is possible to enjoy the effect of being reduced.

以上、本発明に係る運転アシストシステムは、車両のウインドシールド上に重畳表示する画像情報における案内方向を示す矢印の太さを補正するように構成されているので、補正された矢印の重畳表示内に、案内ポイントが含まれる可能性が高まり、運転者が違和感を覚えることなく曲がるべきポイントを的確に把握することが可能となる。

As described above, the driving assist system according to the present invention is configured to correct the thickness of the arrow indicating the guide direction in the image information displayed in a superimposed manner on the windshield of the vehicle. Therefore, the possibility that the guidance point is included is increased, and the driver can accurately grasp the point to bend without feeling uncomfortable.

Next, another embodiment of the present invention will be described. In the embodiments described so far, according to the estimated position error, the width of the arrow indicating the guide direction is changed in the + direction (backward direction when viewed from the vehicle) and − direction (front side when viewed from the vehicle). By executing a correction process of extending a predetermined length in each direction, the guide point is included in the superimposed display of the corrected arrows.

  In the case where the position of the guide point and the vehicle is more than a predetermined distance, it is possible to improve the predetermined effect by executing the correction process as described above, but the vehicle approaches the guide point. In some cases, it may be difficult to intuitively grasp the guidance information. FIG. 28 is a diagram showing an example of guidance information superimposed display on the windshield when the distance between the guidance point and the vehicle approaches. As shown in FIG. 28, the guidance point falls within the range of the arrow, and erroneous guidance information is not transmitted to the driver, but the arrow display for guidance occupies a large area on the windshield. It becomes. For this reason, the driver needs to refer to the guide arrow over a wide angle of view while moving his / her line of sight, and it is difficult to intuitively understand the guide information itself.

  Therefore, in the present embodiment, the display form when the vehicle approaches the guidance point is changed, so that the arrow display for guidance is made compact so that it can be easily grasped more intuitively. Note that this embodiment is different from the previous embodiment only in the arrow width correction processing subroutine, and therefore the arrow width correction processing subroutine will be described in detail.

  FIG. 29 is a diagram showing a flowchart of an arrow width correction processing subroutine in the driving assist system according to another embodiment of the present invention. In FIG. 29, when the subroutine for the arrow width correction process is started in step S900, the process proceeds to step S901. In step S901, the route being guided by the navigation device is acquired, and the nearest intersection information in the route is acquired. . Such information includes information related to the distance to the guidance intersection.

In step S902, it is determined whether the distance to the next nearest intersection is 30 m or less. When this determination is YES, the process proceeds to step S905, and when it is NO, the process proceeds to step S903. Although 30 m, which is the determination criterion in step S902, is used as a threshold value for changing the display form, this threshold value is not limited to 30 m and may be another distance.

  If the determination in step S902 is NO, that is, step S903 and step S904 that proceed when the distance between the guide point and the vehicle is away from the threshold value and the windshield occupation area of the guide arrow to be superimposed is small, Since the same processing as step S701 and step S702 in the embodiment is performed, description thereof is omitted.

  If the determination in step S902 is YES, that is, if the windshield occupying area of the guidance arrow to be superimposed is large when the distance between the guidance point and the vehicle is equal to or smaller than the threshold value, the navigation calculated in step S106 is performed. Self-position error data in the device is acquired. In step S906, the width and length of the guide arrow are corrected according to a predetermined table. An example of the table used in step S906 is shown in Table 6.

表６のテーブルは、ナビゲーション装置の位置誤差レベルと、それに応じた案内矢印の幅及び長さに関する補正処理の内容を規定するものである。例えば、ナビゲーション装置の位置誤差が±１０ｍ未満である場合には、矢印の幅を±５ｍ拡張し、長さを一段階短くするように補正する。

The table in Table 6 defines the content of the correction process related to the position error level of the navigation device and the width and length of the guide arrow corresponding to the level. For example, when the position error of the navigation device is less than ± 10 m, the arrow is expanded by ± 5 m, and the length is corrected by one step.

  By the way, in the table of Table 6, the larger the position error, the wider the range corresponding to the position error is in the range of ± 1 m to ± 5 m, and even if there is an error of ± 10 m or more, the arrow The width correction is limited to ± 5 m. In the table of Table 6, it is defined that the arrow length is shortened by one step when the position error level is ± 10 m, and the arrow length is further shortened by one step when the position error level is ± 20 m. As described above, in the present embodiment, even when the position error level is equal to or higher than a predetermined level, when the vehicle approaches the guide point, the arrow for guidance is displayed in a compact manner. For this reason, the driver can intuitively grasp the guidance information.

Here, specific processing performed by the arrow width correction processing subroutine in another embodiment as described above will be described with reference to FIG. If the degree of confidence related to the probability of the current position of the vehicle is 3, the position error is estimated as less than ± 20 m from Table 3. At this time, the position of the host vehicle recognized by the navigation device is estimated to be shifted by less than ± 20 m. However, since the distance to the intersection is 30 m or less, the widening of the arrow is limited to ± 5 m according to the table in Table 6. Further, according to the table, the correction processing is executed so that the length of the arrowhead portion is shorter by two steps than usual (so that the length is about the length of the roadway outer line).

  FIG. 31 shows a case where the position error by the navigation device is determined to be less than ± 20 m (as shown in FIG. 30), and the arrow data for superimposed display and the landmark when the actual vehicle position error is 10 m. FIG. 32 is a diagram showing the data arrangement from a bird's eye view, and FIG. 32 is a diagram showing a state from the driver's seat when the guidance information for superimposed display is projected and superimposed on the windshield. If the intersection is approaching and the arrowhead part of the arrow data is widened according to the certainty of the vehicle position, the area occupied by the windshield of the arrow will become too large. Therefore, the widening should be limited according to the table in Table 6. ing. At the same time, the landmark data is offset.

  According to such another embodiment, even when the position error level is equal to or higher than a predetermined level, when the vehicle approaches the guide point, the arrow for guidance is displayed in a compact manner for the driver. , It is possible to intuitively grasp the guidance information.

DESCRIPTION OF SYMBOLS 1 ... Local position recognition system 4 ... Calculation control apparatus 5 ... Autonomous navigation sensor 6 ... GPS receiver 8 ... Camera (imaging means)
9 ... Vehicle-to-vehicle communication module (vehicle-to-vehicle communication means)
10: Inter-vehicle distance detection module (positional relationship detection means)
11... Inter-vehicle state confirmation means (position relation detection means)
41 ... Own position recognition unit 42 ... Own position determination unit 43 ... Confidence degree determination unit 44 ... Confidence degree comparison unit (confidence degree comparison means)
100 ... HUD (head-up display) unit Ci ... own vehicle Co ... other vehicle DB ... database DBm ... map database DBc ... confidence level calculation database DBd ... position error database

Claims (1)

A driving assistance system that performs driving assistance for a driver by displaying an arrow indicating a guidance direction on a windshield of a vehicle,
A plurality of own position recognition means for determining the own position of the own vehicle;
Correction means for correcting the width of the arrow indicating the guide direction ;
The correction means estimates a position error of the own position based on a recognition state of the own position by the plurality of own position recognition means, and extends the width of the arrow by the position error of the estimated vehicle position information. Driving assist system characterized by

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