JP6827378B2 - Vehicle control systems, vehicle control methods, and programs - Google Patents

Description

The present invention relates to vehicle control systems, vehicle control methods, and programs.

In recent years, research has been conducted on a technology for automatically controlling at least one of acceleration / deceleration or steering of a vehicle (hereinafter referred to as automatic driving) so that the vehicle travels along a route to a destination (for example, automatic driving). See Patent Document 1).

Japanese Unexamined Patent Publication No. 2015-217798

However, in the conventional technique, there are cases where the occupant cannot know which of the vehicles existing in the vicinity affects the control of the own vehicle while the automatic driving is being executed. For this reason, the occupants of the vehicle cannot recognize the control state of the vehicle or predict the future behavior, and may feel anxious.

The present invention has been made in consideration of such circumstances, and one of the objects of the present invention is to provide a vehicle control system, a vehicle control method, and a program that can give a sense of security to a vehicle occupant.

(1): A display unit, a recognition unit that recognizes other vehicles existing in the vicinity of the vehicle, an operation unit that receives operations from the occupants of the vehicle, a control unit that executes driving support for the vehicle, and the control. When a predetermined operation is received by the operation unit before the driving support is executed by the unit, information indicating at least a part of another vehicle recognized by the recognition unit is displayed on the display unit, and the display unit is displayed. It is a vehicle control system including a display control unit that displays a specific vehicle that affects the vehicle among other vehicles on the display unit in a manner that can be distinguished from other vehicles that are not the specific vehicle.

(2): In (1), the display control unit emphasizes the specific vehicle as compared with other vehicles that are not the specific vehicle and causes the display unit to display the specific vehicle.

(3): In (1) or (2), the recognition unit classifies the specific vehicle into a first type specific vehicle and a second type specific vehicle, and the display control unit determines. The first type of specific vehicle classified by the recognition unit and the second type of specific vehicle are displayed on the display unit so as to be distinguishable.

(4): In any of (1) to (3), the degree of influence of the first type of specific vehicle on the vehicle in the long term as compared with the second type of specific vehicle. Is a high vehicle.

(5): In any of (1) to (4), the control unit executes the driving support when a predetermined operation is received by the operating unit, and the influence is the driving support. It is an influence on at least one of the determination of acceleration / deceleration of the vehicle and the determination of the steering amount during the execution of.

(6): Information indicating that the specific vehicle that affects the vehicle, which is any of (1) to (5), includes the vehicle to be followed by the vehicle, and the display control unit is the target to be followed. Is displayed on the display unit in association with the tracking target vehicle.

(7): The in-vehicle computer recognizes another vehicle existing in the vicinity of the vehicle, and receives an operation from the occupant of the vehicle before the driving support is executed by the control unit that executes the driving support of the vehicle. When a predetermined operation is accepted by the operation unit, information indicating at least a part of the recognized other vehicle is displayed on the display unit, and the specific vehicle that affects the vehicle is specified among the other vehicles. This is a vehicle control method that displays on a display unit in a manner that can be distinguished from other vehicles that are not vehicles.

(8): The in-vehicle computer recognizes another vehicle existing in the vicinity of the vehicle, and receives an operation from the occupant of the vehicle before the driving support is executed by the control unit that executes the driving support of the vehicle. When a predetermined operation is accepted by the operation unit, information indicating at least a part of the recognized other vehicle is displayed on the display unit, and the specific vehicle that affects the vehicle is specified among the other vehicles. It is a program that displays on the display unit in a manner that can be distinguished from other vehicles that are not vehicles.

According to (1), (2), (5), (7), or (8), the display control unit causes the display unit to display information indicating at least a part of the other vehicle, and among the other vehicles. By displaying the specific vehicle that affects the vehicle on the display unit in a manner that can be distinguished from other vehicles that are not the specific vehicle, it is possible to give a sense of security to the occupants of the vehicle.

According to (3) or (4), the display control unit displays the type of the specific vehicle on the display unit so that the specific vehicle of the first type and the specific vehicle of the second type can be distinguished from each other. Can be recognized by.

According to (6), the display control unit recognizes the vehicle that the own vehicle is the tracking target by displaying the information indicating that the vehicle is the tracking target on the display unit in association with the tracking target vehicle. It is possible to give a sense of security to the occupants of the vehicle.

It is a block diagram of the vehicle system 1 of an embodiment. It is a figure which shows a mode that the relative position and posture of the own vehicle M with respect to the traveling lane L1 are recognized by the own vehicle position recognition unit 322. It is a figure which shows how the target trajectory is generated based on a recommended lane. It is a figure for demonstrating the process at the time of lane change. It is a figure for demonstrating the process at the time of lane change. It is a figure which shows an example of HMI 400 in own vehicle M. It is a figure which shows various scenes from manual driving to automatic driving start of own vehicle M, and lane change by automatic driving is executed. It is a figure which shows an example of the 1st screen IM1-1 and the 2nd screen IM2-1 displayed at the time of manual operation. It is a figure which shows an example of the 3rd screen IM3-1 and the 4th screen IM4-1 which are displayed when the main switch 412 is operated. It is a figure which shows an example of the screens IM3-2 and IM4-2 which are displayed on the 1st display part 450 and HUD470 when the auto switch 414 is operated. It is a figure which shows an example of the screen displayed on the 1st display unit 450 and HUD470 during the driving support of the 2nd degree. It is a figure which shows an example of the 3rd screen IM3-4 and the 4th screen IM4-4 displayed at the 1st timing before the behavior of the own vehicle M changes. It is a figure which shows various scenes from executing the driving support in the 3rd degree to the own vehicle M, and then executing the driving support in the 3rd degree to the 2nd degree. It is a figure which shows an example of the 3rd screen IM3-5 and the 4th screen IM4-5 which are displayed at the time of low-speed follow-up running. It is a figure which shows an example of the 3rd screen IM3-6 and the 4th screen IM4-6 which are displayed in order to make an occupant perform peripheral monitoring. It is a figure for demonstrating the switching timing of various devices or control related to driving support. It is a figure for demonstrating the process which emphasizes the specific vehicle which influences the own vehicle M and displays it on the 1st display unit 450. It is a figure which shows an example of the 3rd screen IM3-7 which is displayed in the peripheral detection information display area 600-7 of the 1st display part 450. It is a figure which shows an example of the 3rd screen IM3-8 which is displayed when another vehicle m2 is about to enter the traveling lane of own vehicle M. It is a figure which shows an example of the image IM3-9 which is displayed on the 1st display part 450 when the own vehicle M changes lanes. It is a flowchart which shows the flow of the process executed by the vehicle system 1. It is a figure which shows an example of the image IM3-10 in which the icon FB5 which emphasizes the icon Im2 is associated with the icon Im2 corresponding to another vehicle m2 which influences the complementation of a lane marking.

Hereinafter, embodiments of the vehicle control system, vehicle control method, and program of the present invention will be described with reference to the drawings. In the embodiment, it is assumed that the vehicle system is applied to an autonomous driving vehicle capable of autonomous driving (autonomous driving). Autonomous driving means that the vehicle runs in a state that does not require operation by the occupants in principle, and is considered to be a kind of driving support. The vehicle can also be driven by manual driving. In the following description, the "occupant" shall mean an occupant seated in a driver's seat, that is, a seat provided with a driver's operator.

The degree of driving support in the present embodiment includes, for example, a first degree, a second degree, and a third degree. The first degree of driving assistance is driving assistance executed by operating a driving assistance device such as ACC (Adaptive Cruise Control System) or LKAS (Lane Keeping Assistance System). The second degree of driving assistance has a higher degree of control than the first degree, and automatically controls at least one of acceleration / deceleration or steering of the vehicle without the occupant operating the driving operator of the vehicle. It is a driving support that imposes an obligation to monitor the surroundings on the occupants, although it executes automatic driving. The third degree of driving support has a higher degree of control than the second degree and does not impose a duty of peripheral monitoring on the occupants. In the present embodiment, the second degree and the third degree of driving support correspond to automatic driving.

[overall structure]
FIG. 1 is a configuration diagram of a vehicle system 1 including the vehicle control system of the embodiment. The vehicle on which the vehicle system 1 is mounted (hereinafter referred to as the own vehicle M) is, for example, a vehicle such as two wheels, three wheels, or four wheels, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or the like. Alternatively, it is a combination of these. The electric motor operates by using the power generated by the generator connected to the internal combustion engine or the discharge power of the secondary battery or the fuel cell.

The vehicle system 1 includes, for example, a camera 10, a radar device 12, a finder 14, an object recognition device 16, a communication device 20, a navigation device 50, an MPU (Map Positioning Unit) 60, a vehicle sensor 70, and the like. The driving controller 80, the vehicle interior camera 90, the master control unit 100, the driving support control unit 200, the automatic driving control unit 300, the HMI (Human Machine Interface) 400, the traveling driving force output device 500, and the brake. The device 510 and the steering device 520 are provided. These devices and devices are connected to each other by multiplex communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, and the like. The configuration shown in FIG. 1 is merely an example, and a part of the configuration may be omitted or another configuration may be added.

The camera 10 is a digital camera that uses a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). One or a plurality of cameras 10 are attached to an arbitrary position of the own vehicle M on which the vehicle system 1 is mounted. When photographing the front, the camera 10 is attached to the upper part of the front windshield, the back surface of the rearview mirror, and the like. When photographing the rear, the camera 10 is attached to the upper part of the rear windshield, the back door, or the like. When taking a side image, the camera 10 is attached to a door mirror or the like. The camera 10 periodically and repeatedly images the periphery of the own vehicle M, for example. The camera 10 may be a stereo camera.

The radar device 12 radiates radio waves such as millimeter waves around the own vehicle M, and detects radio waves (reflected waves) reflected by the object to at least detect the position (distance and orientation) of the object. One or a plurality of radar devices 12 are attached to arbitrary positions of the own vehicle M. The radar device 12 may detect the position and speed of the object by the FMCW (Frequency Modulated Continuous Wave) method.

The finder 14 is a LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) that measures scattered light with respect to the irradiation light and detects the distance to the target. One or a plurality of finder 14s may be attached to any position of the own vehicle M.

The object recognition device 16 performs sensor fusion processing on the detection results of a part or all of the camera 10, the radar device 12, and the finder 14, and recognizes the position, type, speed, and the like of the object. The object recognition device 16 outputs the recognition result to the driving support control unit 200 and the automatic driving control unit 300.

The communication device 20 communicates with another vehicle existing in the vicinity of the own vehicle M by using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or wirelessly. Communicates with various server devices via the base station. Further, the communication device 20 communicates with a terminal device possessed by a person outside the vehicle.

The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a routing unit 53, and the first map information 54 is stored in a storage device such as an HDD (Hard Disk Drive) or a flash memory. Holds. The GNSS receiver identifies the position of the own vehicle M based on the signal received from the GNSS satellite. The position of the own vehicle M may be specified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 70. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 52 may be partially or wholly shared with the HMI 400 described later. The route determination unit 53, for example, has a route from the position of the own vehicle M (or an arbitrary position input) specified by the GNSS receiver 51 to the destination input by the occupant using the navigation HMI 52 (for example,). (Including information on waypoints when traveling to the destination) is determined with reference to the first map information 54. The first map information 54 is, for example, information in which a road shape is expressed by a link indicating a road and a node connected by the link. The first map information 54 may include road curvature, POI (Point Of Interest) information, and the like. The route determined by the route determination unit 53 is output to the MPU 60. Further, the navigation device 50 may perform route guidance using the navigation HMI 52 based on the route determined by the route determination unit 53. The navigation device 50 may be realized by, for example, the function of a terminal device such as a smartphone or a tablet terminal owned by the user. Further, the navigation device 50 may transmit the current position and the destination to the navigation server via the communication device 20 and acquire the route returned from the navigation server.

The MPU 60 functions as, for example, the recommended lane determination unit 61, and holds the second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determination unit 61 divides the route provided by the navigation device 50 into a plurality of blocks (for example, divides the route every 100 [m] with respect to the vehicle traveling direction), and refers to the second map information 62 for each block. Determine the recommended lane. The recommended lane determination unit 61 determines which lane to drive from the left. The recommended lane determination unit 61 determines the recommended lane so that the own vehicle M can travel on a reasonable traveling route to proceed to the branch destination when there is a branching point, a merging point, or the like on the route.

The second map information 62 is more accurate map information than the first map information 54. The second map information 62 includes, for example, information on the center of the lane, information on the boundary of the lane, and the like. Further, the second map information 62 may include road information, traffic regulation information, address information (address / zip code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as highways, toll roads, national roads, and prefectural roads, the number of lanes on the road, the area of the emergency parking zone, the width of each lane, the slope of the road, and the position of the road (longitudinal). , Latitude, three-dimensional coordinates including height), curvature of lane curves, positions of lane confluences and branch points, signs provided on roads, and the like. The second map information 62 may be updated at any time by accessing another device using the communication device 20.

The vehicle sensor 70 includes a vehicle speed sensor that detects the speed of the own vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the angular velocity around the vertical axis, an orientation sensor that detects the direction of the own vehicle M, and the like.

The driving operator 80 may include, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel and other operators. A sensor for detecting the amount of operation or the presence or absence of operation is attached to the operation operator 80, and the detection result is the master control unit 100, the operation support control unit 200, the automatic operation control unit 300, or the traveling driving force. The output is output to any one or more of the output device 500, the brake device 510, and the steering device 520.

The vehicle interior camera 90 mainly captures the face of an occupant (particularly, an occupant seated in the driver's seat) seated in a seat installed in the vehicle interior. The vehicle interior camera 90 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. The vehicle interior camera 90 periodically images the occupant, for example. The captured image of the vehicle interior camera 90 is output to the master control unit 100.

[Various control devices]
The vehicle system 1 includes, for example, a master control unit 100, a driving support control unit 200, and an automatic driving control unit 300 as a part of the configuration of the control system. The master control unit 100 may be integrated into either the operation support control unit 200 or the automatic operation control unit 300.

[Master control unit]
The master control unit 100 switches the degree of driving support and controls the HMI 400 related thereto. The master control unit 100 includes, for example, a switching control unit 110, an HMI control unit 120, an operator state determination unit 130, and an occupant condition monitoring unit 140. The switching control unit 110, the HMI control unit 120, the operator state determination unit 130, and the occupant condition monitoring unit 140 are each realized by executing a program by a processor such as a CPU (Central Processing Unit). Further, some or all of these functional parts may be realized by hardware such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or software. And may be realized by the cooperation of hardware.

The switching control unit 110 switches the degree of driving support based on, for example, an operation signal input from a predetermined switch (for example, a main switch and an auto switch described later) included in the HMI 400. Further, the switching control unit 110 may cancel the driving support and switch to manual driving based on, for example, an operation of instructing the driving controller 80 of the access pedal, the brake pedal, the steering wheel, or the like to accelerate, decelerate, or steer. Good. Details of the function of the switching control unit 110 will be described later.

The switching control unit 110 may switch the degree of driving support based on the action plan generated by the action plan generation unit 323. For example, the switching control unit 110 may end the driving support at the scheduled end point of the automatic driving defined by the action plan.

The HMI control unit 120 causes the HMI 400 to output a notification or the like related to switching the degree of driving support. Further, the HMI control unit 120 may output the information regarding the determination result by one or both of the operator state determination unit 130 and the occupant condition monitoring unit 140 to the HMI 400. Further, the HMI control unit 120 may output the information received by the HMI 400 to one or both of the operation support control unit 200 and the automatic operation control unit 300. Details of the function of the HMI control unit 120 will be described later.

The operator state determination unit 130 is, for example, in a state in which the steering wheel included in the driving operator 80 is being operated (specifically, when an intentional operation is actually performed, a state in which the steering wheel can be immediately operated or gripped. It is determined whether or not it is a state). The details of the function of the operator state determination unit 130 will be described later.

The occupant condition monitoring unit 140 monitors the condition of the occupant seated at least in the driver's seat of the own vehicle M based on the captured image of the vehicle interior camera 90. The occupant condition monitoring unit 140 determines, for example, whether or not the occupant is monitoring the surroundings of the own vehicle M. The details of the function of the occupant condition monitoring unit 140 will be described later.

[Driving support control unit]
The driving support control unit 200 executes the first degree of driving support. The driving support control unit 200 executes, for example, ACC, LKAS, or other driving support control. For example, when the driving support control unit 200 executes the ACC, the driving support control unit 200 moves forward with the own vehicle M based on the information input from the camera 10, the radar device 12, and the finder 14 via the object recognition device 16. The traveling driving force output device 500 and the braking device 510 are controlled so that the vehicle travels while keeping the distance between the vehicle and the vehicle constant. That is, the driving support control unit 200 performs acceleration / deceleration control (speed control) based on the inter-vehicle distance from the vehicle in front. Further, when executing the LKAS, the driving support control unit 200 controls the steering device 520 so that the own vehicle M travels while maintaining (lane keeping) the traveling lane in which the vehicle is currently traveling. That is, the driving support control unit 200 performs steering control for maintaining the lane. The type of driving support of the first degree may include various controls other than automatic driving (second degree and third degree) that do not require an operation on the driving operator 80.

[Automatic operation control unit]
The automatic operation control unit 300 executes the operation support of the second degree and the third degree. The automatic operation control unit 300 includes, for example, a first control unit 320 and a second control unit 340. The first control unit 320 and the second control unit 340 are each realized by executing a program by a processor such as a CPU. In addition, some or all of these functional units may be realized by hardware such as LSI, ASIC, and FPGA, or may be realized by collaboration between software and hardware.

The first control unit 320 includes, for example, an outside world recognition unit 321, a vehicle position recognition unit 322, and an action plan generation unit 323.

The outside world recognition unit 321 recognizes the position, speed, acceleration, and other states of other vehicles (peripheral vehicles) based on the information input from the camera 10, the radar device 12, and the finder 14 via the object recognition device 16. .. The position of the other vehicle may be represented by a representative point such as the center of gravity or a corner of the other vehicle, or may be represented by an area represented by the outline of the other vehicle. The "state" of another vehicle may include the acceleration or jerk of another vehicle, or the "behavioral state" (eg, whether or not the vehicle is changing lanes or is about to change lanes).

The outside world recognition unit 321 may recognize at least one of the above-mentioned peripheral vehicles, obstacles (for example, guardrails, electric poles, parked vehicles, pedestrians, and other persons), road shapes, and other objects.

The own vehicle position recognition unit 322 recognizes, for example, the lane (traveling lane) in which the own vehicle M is traveling, and the relative position and posture of the own vehicle M with respect to the traveling lane. The own vehicle position recognition unit 322 is, for example, around the own vehicle M recognized from the pattern of the road marking line (for example, the arrangement of the solid line and the broken line) obtained from the second map information 62 and the image captured by the camera 10. The driving lane is recognized by comparing with the pattern of the road marking line. In this recognition, the position of the own vehicle M acquired from the navigation device 50 and the processing result by the INS may be added.

Then, the own vehicle position recognition unit 322 recognizes, for example, the position and posture of the own vehicle M with respect to the traveling lane. FIG. 2 is a diagram showing how the own vehicle position recognition unit 322 recognizes the relative position and posture of the own vehicle M with respect to the traveling lane L1. The own vehicle position recognition unit 322 is formed on, for example, a line connecting the deviation OS of the reference point (for example, the center of gravity) of the own vehicle M from the central CL of the traveling lane and the central CL of the traveling lane in the traveling direction of the own vehicle M. The angle θ is recognized as the relative position and orientation of the own vehicle M with respect to the traveling lane L1. Instead of this, the own vehicle position recognition unit 322 recognizes the position of the reference point of the own vehicle M with respect to any side end of the traveling lane L1 as the relative position of the own vehicle M with respect to the traveling lane. May be good. The relative position of the own vehicle M recognized by the own vehicle position recognition unit 322 is provided to the recommended lane determination unit 61 and the action plan generation unit 323.

The action plan generation unit 323 generates an action plan for the own vehicle M to automatically drive to the destination or the like. For example, the action plan generation unit 323 sequentially executes events in the automatic driving control so as to drive in the recommended lane determined by the recommended lane determination unit 61 and to respond to the surrounding conditions of the own vehicle M. decide. The event in the automatic driving of the embodiment includes, for example, a constant-speed driving event in which the vehicle travels in the same lane at a constant speed, and low-speed tracking that follows the vehicle in front under the condition of a low speed (for example, 60 [km / h] or less). Event, lane change event to change the driving lane of own vehicle M, overtaking event to overtake the preceding vehicle, merging event to join vehicles at the merging point, branching event to make own vehicle M run in the desired direction at the junction of the road , There is an emergency stop event that makes the own vehicle M stop in an emergency. In addition, during the execution of these events, actions for avoidance may be planned based on the surrounding conditions of the own vehicle M (existence of other vehicles and pedestrians, lane narrowing due to road construction, etc.).

The action plan generation unit 123 generates a target track on which the own vehicle M will travel in the future. The target track is expressed as a sequence of points (track points) to be reached by the own vehicle M. The track point is a point to be reached by the own vehicle M for each predetermined mileage, and separately, the target speed and target acceleration for each predetermined sampling time (for example, about 0 commas [sec]) are set as the target track. Is generated as part of. Further, the track point may be a position to be reached by the own vehicle M at the sampling time for each predetermined sampling time. In this case, the information of the target velocity and the target acceleration is expressed by the interval of the orbital points.

FIG. 3 is a diagram showing how a target trajectory is generated based on the recommended lane. As shown, the recommended lanes are set to be convenient for driving along the route to the destination. When the action plan generation unit 323 approaches a predetermined distance before the recommended lane switching point (may be determined according to the type of event), the action plan generation unit 323 activates a lane change event, a branch event, a merging event, and the like. If it becomes necessary to avoid an obstacle during the execution of each event, an avoidance trajectory is generated as shown in the figure.

Further, when the action plan generation unit 323 activates the lane change event, the action plan generation unit 323 generates a target trajectory for lane change. 4 and 5 are diagrams for explaining a process when changing lanes. First, the action plan generation unit 323 is an adjacent lane adjacent to the lane (own lane) L1 in which the own vehicle M is traveling, and is two other vehicles from another vehicle traveling in the adjacent lane L2 to which the lane is changed. Select to set the lane change target position TAs between these other vehicles. Hereinafter, another vehicle traveling immediately before the lane change target position TAs in the adjacent lane will be referred to as a front reference vehicle mB, and another vehicle traveling immediately after the lane change target position TAs in the adjacent lane will be referred to as a rear reference vehicle mC. .. The lane change target position TAs is a relative position based on the positional relationship between the own vehicle M, the front reference vehicle mB, and the rear reference vehicle mC.

In the example of FIG. 4, the action plan generation unit 323 sets the lane change target position TAs. In the figure, mA represents a front-running vehicle, mB represents a front reference vehicle, and mC represents a rear reference vehicle. Further, the arrow d indicates the traveling (running) direction of the own vehicle M. In the case of the example of FIG. 4, the action plan generation unit 323 sets the lane change target position TAs between the front reference vehicle mB and the rear reference vehicle mC on the adjacent lane L2.

Next, the action plan generation unit 323 satisfies the primary condition for determining whether or not the lane change target position TAs (that is, between the front reference vehicle mB and the rear reference vehicle mC) can be changed. Is determined.

The primary condition is that, for example, there are no other vehicles in the prohibited area RA provided in the adjacent lane, and the TTCs of the own vehicle M and the front reference vehicle mB and the rear reference vehicle mC are each larger than the threshold value. That is. This determination condition is an example when the lane change target position TAs is set on the side of the own vehicle M. If the primary condition is not satisfied, the action plan generation unit 323 resets the lane change target position TAs. At this time, speed control for waiting until the timing at which the lane change target position TAs that satisfy the primary conditions can be set, changing the lane change target position TAs, or moving to the side of the lane change target position TAs. May be done.

As shown in FIG. 4, the action plan generation unit 323 projects, for example, the own vehicle M onto the lane L2 of the lane change destination, and sets a prohibited area RA having a slight margin in the front-rear direction. The prohibited area RA is set as an area extending from one end to the other end in the lateral direction of the lane L2.

When there is no other vehicle in the prohibited area RA, the action plan generation unit 323 may, for example, extend the front end and the rear end of the own vehicle M virtually to the lane L2 side of the lane change destination, and the extension line FM. The extension line RM is assumed. The action plan generation unit 323 calculates the collision margin time TTC (B) between the extension line FM and the front reference vehicle mB, and the collision margin time TTC (C) between the extension line RM and the rear reference vehicle mC. The collision margin time TTC (B) is a time derived by dividing the distance between the extension line FM and the front reference vehicle mB by the relative speeds of the own vehicle M and the front reference vehicle mB. The collision margin time TTC (C) is a time derived by dividing the distance between the extension line RM and the rear reference vehicle mC by the relative speeds of the own vehicle M and the rear reference vehicle mC. The orbit generation unit 118 determines that the primary condition is satisfied when the collision margin time TTC (B) is larger than the threshold Th (B) and the collision margin time TTC (C) is larger than the threshold Th (C). .. The threshold values Th (B) and Th (C) may be the same value or different values.

When the primary condition is satisfied, the action plan generation unit 323 generates a track candidate for changing lanes. In the example of FIG. 5, the action plan generation unit 323 assumes that the front vehicle mA, the front reference vehicle mB, and the rear reference vehicle mC travel at a predetermined speed model, and the speed models of these three vehicles and themselves. Based on the speed of the vehicle M, a track candidate is generated so that the own vehicle M does not interfere with the preceding vehicle mA and is located between the front reference vehicle mB and the rear reference vehicle mC at a certain time in the future. To do. For example, the action plan generation unit 323 has a spline curve or the like from the current position of the own vehicle M to the position of the forward reference vehicle mB at a certain time in the future, the center of the lane to which the lane is changed, and the end point of the lane change. It is smoothly connected using the polynomial curve of, and a predetermined number of orbital points K are arranged on this curve at equal or unequal intervals. At this time, the action plan generation unit 323 generates a track so that at least one of the track points K is arranged in the lane change target position TAs.

In various situations, the action plan generation unit 323 generates a plurality of target trajectory candidates, and at that time, selects the optimum target trajectory that matches the route to the destination.

The second control unit 340 includes, for example, a travel control unit 342. The travel control unit 342 controls the travel driving force output device 500, the brake device 510, and the steering device 520 so that the own vehicle M passes the target trajectory generated by the action plan generation unit 323 at the scheduled time. To do.

The HMI 400 presents various information to the occupants in the vehicle and accepts input operations by the occupants. The HMI 400 includes, for example, a part or all of various display devices, light emitting units, speakers, buzzers, touch panels, various operation switches, keys, and the like. Further, the HMI 400 may include a part of a seatbelt device that holds an occupant in a seated state by a seatbelt. Details of the functions of the HMI 400 will be described later.

The traveling driving force output device 500 outputs a traveling driving force (torque) for traveling the vehicle to the drive wheels. The traveling driving force output device 500 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU (Electronic Control Unit) that controls them. The ECU controls the above configuration according to the information input from the travel control unit 342 or the information input from the operation controller 80.

The brake device 510 includes, for example, a brake caliper, a cylinder that transmits flood pressure to the brake caliper, an electric motor that generates flood pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to the information input from the traveling control unit 342 or the information input from the driving controller 80 so that the brake torque corresponding to the braking operation is output to each wheel. The brake device 510 may include, as a backup, a mechanism for transmitting the oil pressure generated by the operation of the brake pedal included in the operation operator 80 to the cylinder via the master cylinder. The brake device 510 is not limited to the configuration described above, and controls the actuator according to the information input from the travel control unit 342 or the information input from the operation operator 80 to transmit the oil pressure of the master cylinder to the cylinder. It may be an electronically controlled hydraulic braking device. Further, the brake device 510 may be provided with a plurality of systems of brake devices such as hydraulic and electric.

The steering device 520 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies a force to the rack and pinion mechanism to change the direction of the steering wheel. The steering ECU drives the electric motor according to the information input from the traveling control unit 342 or the information input from the driving controller 80, and changes the direction of the steering wheel.

During manual operation, the input information from the driving operator 80 is directly output to the traveling driving force output device 500, the braking device 510, and the steering device 520. Further, the input information from the driving operator 80 may be output to the traveling driving force output device 500, the braking device 510, and the steering device 520 via the automatic driving control unit 300. Each ECU of the traveling driving force output device 500, the brake device 510, and the steering device 520 performs its own operation based on the input information from the driving operator 80 and the like.

[Structure of HMI400]
Hereinafter, a configuration example of the HMI 400 of the embodiment will be described. FIG. 6 is a diagram showing an example of the HMI 400 in the own vehicle M. The HMI 400 includes, for example, a first operation unit 410, a second operation unit 420, a light emitting unit 430R, 430L, a third operation unit 440, a first display unit 450, and a second display unit 460. And a HUD (Head Up Display) 470.

The first operation unit 410, the second operation unit 420, and the light emitting units 430R and 430L are provided on the steering wheel 82, which is one of the operation controls 80. Further, the steering wheel 82 is provided with a grip sensor 82A. The grip sensor 82A is, for example, a capacitance sensor provided along the circumferential direction of the steering wheel 82. The grip sensor 82A detects that an object approaches or comes into contact with the area to be detected as a change in capacitance. When the degree of change in capacitance is equal to or greater than the threshold value, the grip sensor 82A outputs a predetermined detection signal to the operator state determination unit 130 of the master control unit 100. This threshold is set to a value lower than, for example, the capacitance that occurs when the occupant is holding the steering wheel 82. Further, the grip sensor 82A may output a detection signal indicating the capacitance to the operator state determination unit 130 regardless of whether or not it is equal to or higher than the threshold value.

The first operation unit 410 includes, for example, a main switch 412 and an auto switch 414. The main switch 412 is a switch for making the driving support startable. In other words, a switch for starting processing (internal processing) in the preparatory stage before executing driving support, or a switch for making it possible to determine whether or not driving support can be started, which will be described later. Is.

When the main switch 412 is operated, the own vehicle M does not immediately start the execution of the driving support, but performs the processing in the preparatory stage before executing the driving support. The process in the preparatory stage is, for example, the start of the object recognition process (specifically, the start of operation of the Kalman filter, etc.). When the auto switch 414 is operated while the main switch 412 is operated and the driving support can be started (that is, after a certain amount of time has passed since the operation), the control for the driving support is performed. Is started. That is, the auto switch 414 is a switch for actually starting the first degree of driving support in a state where the driving support can be started.

The second operation unit 420 includes an operation switch 422 for starting to provide the telephone function with an image (television telephone function). The light emitting portions 430R and 430L are arranged, for example, in the spoke portions extending from the central boss portion of the steering wheel 82 toward the annular rim portion. The lighting state of the light emitting unit 430R is controlled by the control of the HMI control unit 120.

The third operation unit 440 includes, for example, a rotation operation unit 442 protruding toward the front side when viewed from the occupant, and a switch operation unit 444. The rotation operation unit 442 is formed in a substantially cylindrical shape and can be rotated around an axis. The switch operation unit 444 is provided around the rotation operation unit 442 or on the top surface of the rotation operation unit 442. The third operation unit 440 includes a rotation sensor (not shown) such as an encoder that detects the rotation angle and rotation speed of the rotation operation unit 442, and a displacement sensor (not shown) that detects the displacement of the switch operation unit 444. The detected value output from the sensor is output to the master control unit 100. The detected value output to the master control unit 100 is used for operations such as arrows, selection buttons, and confirmation buttons output on the screen of the second display unit 460, which will be described later, and for selecting and confirming input characters.

Further, the third operation unit 440 may be a so-called touch panel type operation unit in which a selection or confirmation operation is performed by touching the display screen with a fingertip. Further, the third operation unit 440 is provided with a light emitting unit 446 capable of emitting light in a predetermined color.

The first display unit 450 is, for example, a display device provided near the front of the driver's seat on the instrument panel and visible to the occupant from the gap of the steering wheel 82 or through the steering wheel 82. The first display unit 450 is, for example, an LCD (Liquid Crystal Display), an organic EL (Electro Luminescence) display device, or the like. The first display unit 450 displays information necessary for driving the own vehicle M during manual driving or automatic driving, or information regarding instructions to the occupants. The information necessary for the running of the own vehicle M during manual operation is, for example, the speed of the own vehicle M, the engine speed, the remaining fuel amount, the radiator water temperature, the mileage, and other information. On the other hand, the information necessary for the running of the own vehicle M during automatic driving is, for example, information such as the future track of the own vehicle M, the degree of driving support, and instructions to the occupants.

The second display unit 460 is attached to, for example, the central portion of the instrument panel. The second display unit 460 is, for example, an LCD, an organic EL display device, or the like. The second display unit 460 displays, for example, an image corresponding to the navigation process executed by the navigation device 50, an image of the other party in a videophone, or the like. In addition, the second display unit 460 may display a TV program, play a DVD, or display contents such as a downloaded movie.

Further, the second display unit 460 is provided with a light emitting unit 462. The light emitting unit 462 is above the second display unit 460 and is provided on the visor unit 463. Further, the light emission of the light emitting unit 462 is visible to the occupant without being blocked by the visor unit 463. By adopting this form, the visor unit 463 shields external light such as sunlight entering the light emitting unit 462, so that the visibility of the light emitted by the occupant can be improved.

The light emitting unit 462 is controlled by the HMI control unit 120 so as to emit light when the second display unit 460 is available. "Usable" means that, for example, a screen related to a videophone function is displayed on the second display unit 460 by operating the second operation unit 420, or a movie or a television program is displayed by operating the third operation unit 440. The image related to the above is displayed on the second display unit 460, so that the occupant can use the image.

The HUD470, for example, projects an image onto a part of the front windshield in front of the driver's seat so that the eyes of the occupant seated in the driver's seat can see the virtual image. The display area of the image projected by the HUD 470 is smaller than the display area of the image in the first display unit 450. This is to prevent the occupant from overlooking the real object ahead of the image projected by the HUD470.

(First Embodiment)
[Display control of HMI400 related to automatic driving]
Next, the display control of the HMI 400 related to the automatic operation will be described. The layout of the display screen shown below is just an example and can be changed arbitrarily. Layout refers to placement, color, scale, and more.

FIG. 7 is a diagram showing various scenes from the manual driving to the automatic driving of the own vehicle M until the lane change by the automatic driving is executed. In the example of FIG. 7, the scene (1) is a scene in which the own vehicle M enters the expressway from the general road by manual driving. The scene (2) is a scene in which the own vehicle M switches from manual driving to automatic driving. The scene (3) is a scene in which the own vehicle M executes a lane change by automatic driving. The display control corresponding to each of the scenes (1) to (3) will be described below.

<Scene (1)>
The scene (1) is, for example, a scene before entering the highway. In this scene, since the main switch 412 and the auto switch 414 of the first operation unit 410 are not operated, the driving support is not executed and the manual operation is performed. When manual driving is performed, the HMI control unit 120 causes the first display unit 450 to display information necessary for the occupant in the driver's seat to manually drive the own vehicle M using the driving operator 80. Further, the HMI control unit 120 causes the HUD 470 to display a part of the information displayed on the first display unit 450. The screen in this case is shown in FIG.

FIG. 8 is a diagram showing an example of the first screen IM1-1 and the second screen IM2-1 displayed during manual operation. The first screen IM1-1 is a screen displayed by the first display unit 450, and the second screen IM2-1 is a screen that is projected by the HUD 470 and is reflected in the eyes of the occupant. The HMI control unit 120 displays, for example, the remaining battery level, the rotation speed, the shift position, the indoor air temperature, and the mileage of the own vehicle M on the first screen IM1-1 as information necessary for the running of the own vehicle M during manual driving. , Running speed, remaining fuel, etc. are displayed. Further, the HMI control unit 120 causes the second screen IM2-1 to display the speed information of the images displayed on the first screen IM1-1 smaller than that of the first screen IM1-1. As described above, the recognition area of the image projected by the HUD 470 to the eyes of the occupant is smaller than the display area of the image by the first display unit 450. Therefore, the HMI control unit 120 causes the first display unit 450 to display relatively detailed first information (detailed information) regarding the driving support of the own vehicle M, and the HUD470 is simpler than the detailed information. It is information, and the second information (simple information) about the driving support is displayed. The simple information is, for example, information whose amount of information is smaller than that of detailed information. Further, the simple information may be information in which the type and number of items to be displayed are smaller than the type and number of items to be displayed as detailed information. Further, the simple information may be an image whose resolution is lowered, simplified or deformed with respect to the image displayed as detailed information. Further, the second information may be highly important information or highly urgent information among the first information.

<Scene (2)>
In scene (2), the own vehicle M is entering the highway. Upon receiving that the main switch 412 has been operated by the occupant, the HMI control unit 120 changes the screen to be displayed on the first display unit 450 and the HUD 470. The screen after the change is shown in FIG.

FIG. 9 is a diagram showing an example of the third screen IM3-1 and the fourth screen IM4-1 displayed when the main switch 412 is operated. The third screen IM3-1 is a screen displayed by the first display unit 450, and the fourth screen IM4-1 is a screen that is projected by the HUD 470 and is reflected in the eyes of the occupant. The same applies to the third screen IM3-X (X is an arbitrary natural number) and the fourth screen IM4-X shown in the drawings below. The third screen IM3-X and the fourth screen IM4-X are continuously displayed in a state in which driving assistance can be executed and a state in which driving assistance is being executed.

The third screen IM3-1 includes a peripheral detection information display area 600-1, a driving support status display area 620-1, and a driving support start operation guide area 640-1 as areas for displaying information related to driving support. ing. Hereinafter, each area on the third screen IM3-X will be referred to as a peripheral detection information display area 600-X, a driving support status display area 620-X, and a driving support start operation guide area 640-X.

The HMI control unit 120 has an image showing the road shape in front of the own vehicle M acquired from the second map information 62 in the peripheral detection information display area 600-1, and the own vehicle M recognized by the own vehicle position recognition unit 322. And an image showing another vehicle m recognized by the outside world recognition unit 321 are displayed.

In addition, the HMI control unit 120 causes the driving support status display area 620-1 to display all the information indicating the candidates for the driving support (including automatic driving) status that the own vehicle M can execute. In the example of FIG. 9, an image 621 showing three indicators of "Assist", "Hands Off", and "Eyes Off" is shown as information indicating a candidate for a driving support state. For example, the degree of driving assistance is expressed by each indicator alone or by a combination of a plurality of indicators.

The indicator "Assist" indicates that the own vehicle M is executing the driving support at the first degree such as ACC or LKAS, or is in a state where it can transition to the driving support at the first degree. Whether the driving support is executed in the first degree or the state in which the transition to the driving support in the first degree is possible can be grasped by the request operation notification image 622 described later.

The indicator "Hands Off" is a state in which the own vehicle M is executing driving support to the second degree in which the occupant does not have to operate the driving controller 80, but the occupant is obliged to monitor the surroundings. Alternatively, it indicates that it is in a state where it is possible to transition to driving support in the second degree. Whether the driving support is executed in the second degree or the state in which the transition to the driving support in the second degree is possible can be grasped by the requested operation notification image 622.

The indicator "Eyes Off" indicates that the vehicle M is executing driving support to a third degree in which the occupant does not have to operate the driving controller 80 and the occupant is not obliged to monitor the surroundings. , Indicates that the vehicle is in a state where it is possible to transition to driving support in the third degree. Whether the driving support is executed in the third degree or the state in which the transition to the driving support in the third degree is possible can be grasped by the requested operation notification image 622. In the example of FIG. 9, the driving support of the own vehicle M is not executed (manual driving state).

Further, the HMI control unit 120 has a display position corresponding to an image 621 showing three indicators of "Assist", "Hands Off", and "Eyes Off" in the driving support state display area 620-1, and a request operation notification image. Display 622. "Corresponding" means that the correspondence can be recognized by a person, such as having guidelines indicating horizontal arrangement, vertical arrangement, and association. The requested operation notification image 622 is, for example, an image showing a predetermined operation performed by the occupant on the driving operator 80. The requested operation notification image 622 includes, for example, an image showing the driving operator 80 and an image showing a predetermined portion of the occupant. The requested operation notification image 622 is, for example, an image schematically showing the positional relationship between the steering wheel 82 and the occupant's hand.

The HMI control unit 120 causes the driving support start operation guide area 640-1 to display information for guiding the operation of the occupant for starting the driving support. In the example of FIG. 9, in the driving support start operation guide area 640-1, it is guided that the driving support is started by the occupant operating the auto switch 414.

The HMI control unit 120 causes the fourth screen IM4-1 of the HUD470 to display simple information extracted from a part of the detailed information with respect to the detailed information displayed on the third screen IM3-1. On the fourth screen IM4-1 of the HUD470, among the information on the driving support displayed on the display screen IM3-1 of the first display unit 450, the information on the road shape in front of the own vehicle M and the speed of the own vehicle M Information is displayed.

When it is detected that the auto switch 414 has been operated by the occupant in the state shown in FIG. 9, the master control unit 100 causes the driving support control unit 200 to execute the first degree of driving support. Further, the HMI control unit 120 changes the screen displayed on the first display unit 450 and the HUD 470 to, for example, the screen shown in FIG.

FIG. 10 is a diagram showing an example of screens IM3-2 and IM4-2 displayed on the first display unit 450 and HUD470 when the auto switch 414 is operated. The HMI control unit 120 displays an image showing the degree of driving assistance being executed so as to be distinguishable from other images showing the degree of driving assistance. For example, the HMI control unit 120 highlights and displays an image of the indicator "Assist" in the driving support status display area 620-2 of the third screen IM3-2. As a result, the occupant can grasp that the first degree of driving support is provided.

Here, the HMI control unit 120 requests, as the requested operation notification image 622, a moving image that requests the occupant to perform the operation necessary for shifting to the degree of driving support (automatic driving) corresponding to "Hands Off". It is displayed as an image 622. The moving image is, for example, an image including a dynamic object in which a predetermined object dynamically moves with the passage of time. In addition, the moving image may include an animation.

Information similar to that of the fourth screen IM4-1 is displayed on the fourth screen IM4-2 of the HUD470.

Further, the switching control unit 110 satisfies the conditions for shifting to the second degree of driving support in the state where the auto switch 414 is operated, and the steering wheel 82 is not gripped by the occupant. If it is determined by the operator state determination unit 130, the automatic operation control unit 300 is made to execute a second degree of operation support (that is, automatic operation).

Further, the HMI control unit 120 changes the screen displayed on the first display unit 450 and the HUD 470 to, for example, the screen shown in FIG. 11 when the automatic operation control unit 300 executes the operation support of the second degree. ..

FIG. 11 is a diagram showing an example of a screen displayed on the first display unit 450 and the HUD 470 during the driving support of the second degree. The HMI control unit 120 highlights and displays an image of “Hands Off” corresponding to the second degree of driving support in the driving support status display area 620-3 of the third screen IM3-3. As a result, the occupant can grasp that the second degree of driving support is being provided.

Further, the HMI control unit 120 is recognized in the peripheral detection information display area 600-3 by, for example, an image showing the road shape in front of the own vehicle M acquired from the second map information 62 and the own vehicle position recognition unit 322. The image showing the own vehicle M, the image showing the other vehicle m acquired by the outside world recognition unit 321 and the future track image 602 showing the future track of the own vehicle M generated by the action plan generation unit 323 are displayed. .. Further, the HMI control unit 120 starts driving support (automatic driving in the figure) in the second degree in the peripheral detection information display area 600-3, but causes the occupant to continuously monitor the traffic conditions in the surrounding area. Display information.

The occupant condition monitoring unit 140 of the master control unit 100 monitors that the occupant is continuously monitoring the surrounding traffic conditions. For example, the occupant condition monitoring unit 140 acquires a face image of an occupant sitting in the driver's seat from an image captured by the vehicle interior camera 90, and acquires a line-of-sight direction from the acquired face image. For example, the occupant condition monitoring unit 140 may acquire the occupant's line-of-sight direction from the image captured by the vehicle interior camera 90 by deep learning using a neural network or the like. For example, a neural network trained to output the line-of-sight direction is constructed in advance by inputting feature information such as eyes, nose, and mouth obtained by analyzing an unspecified number of face images and the position of the black eye of the eyeball. I will do it. Then, the occupant condition monitoring unit 140 acquires the line-of-sight direction of the occupant by inputting the face image of the occupant of the own vehicle M into this neural network.

Further, the occupant condition monitoring unit 140 determines whether or not the occupant is monitoring the periphery of the own vehicle M based on whether or not the occupant's line-of-sight direction is included in the range of the direction in which the occupant's line of sight can be monitored. To do. The occupant condition monitoring unit 140 does not perform peripheral monitoring when the line-of-sight direction of the occupant is not included in the range of the direction in which the occupant's line of sight can be monitored, or when the line-of-sight direction of the occupant cannot be acquired. Is determined. When it is determined that the peripheral monitoring is not performed, the HMI control unit 120 may give a warning by voice or the like in order to monitor the surroundings of the occupants.

Further, the occupant condition monitoring unit 140 determines that the occupant is performing peripheral monitoring when the line-of-sight direction of the occupant is included in the range of the direction in which the occupant's line of sight can be monitored. In this case, the automatic driving control unit 300 continues the second degree of driving support. When the driving support of the own vehicle M is starting, nothing is displayed in the driving support start operation guide area 640-3.

The HMI control unit 120 causes the fourth screen IM4-3 of the HUD470 to display a future track image 602 showing the future track of the own vehicle M in addition to the same information as the fourth screen IM4-2.

<Scene (3)>
In the scene (3), the automatic driving control unit 300 changes the lane of the own vehicle M by the driving support of the second degree. In this case, the HMI control unit 120 causes one or both of the first display unit 450 and the HUD 470 to display a screen corresponding to the driving support.

FIG. 12 is a diagram showing an example of the third screen IM3-4 and the fourth screen IM4-4 displayed at the first timing before the behavior of the own vehicle M changes. The HMI control unit 120, in addition to the contents displayed in the peripheral detection information display area 600-3 on the third screen IM3-4, for example, the direction in which the own vehicle M changes lanes. An image 606 indicating that the above is displayed is displayed. In the example of FIG. 12, the image 606 in which the own vehicle M changes lanes to the right lane adjacent to the traveling lane is displayed.

Next, scenes (4) to (6) will be described. FIG. 13 is a diagram showing various scenes from the execution of the driving support to the own vehicle M in the third degree to the execution of the driving support in the third degree to the second degree. In the example of FIG. 13, the scene (4) is a scene in which the driving support of the own vehicle M is switched from the second degree to the third degree by following the other vehicle m in the traffic jam. The scene (5) is a scene in which the own vehicle M is performing low-speed follow-up running with a third degree of driving assistance. Low-speed follow-up travel (TJP; Traffic Jam Pilot) is a control mode that follows a vehicle in front at a predetermined speed or less. The predetermined speed is (for example, 60 [km / h] or less). The low-speed follow-up running is activated when the speed of M of the own vehicle is equal to or less than the predetermined speed and the distance between the vehicle and the preceding vehicle is within the predetermined distance (confirmation). In low-speed follow-up driving, highly reliable automatic driving can be realized by continuing relatively easy control of following a vehicle to be followed (for example, a vehicle in front) on a congested road. The low-speed follow-up running may be triggered on the condition that the speed is equal to or lower than the predetermined speed or that the vehicle is following the vehicle in front. The scene (6) is a scene in which the driving support of the own vehicle M is switched from the third degree to the second degree. The display control corresponding to each of the scenes (4) to (6) will be described below.

<Scene (4)>
In the scene (4), the automatic driving control unit 300 has not yet reached the low-speed follow-up running, and is performing acceleration control of the own vehicle M. In this case, the HMI control unit 120 displays a screen corresponding to the driving support on one or both of the first display unit 450 and the HUD 470.
<Scene (5)>
In scene (5), low-speed follow-up running is executed. In this case, the HMI control unit 120 displays a screen corresponding to the low-speed follow-up running on the first display unit 450 and the HUD 470.

FIG. 14 is a diagram showing an example of the third screen IM3-5 and the fourth screen IM4-5 displayed during low-speed follow-up running. The HMI control unit 120 causes the peripheral detection information display area 600-5 to display the peripheral detection image 610A indicating that the driving support of the third degree is being executed.

The peripheral detection image 610A is an image showing that the surroundings of the own vehicle M are being monitored by, for example, the camera 10, the radar device 12, the finder 14, the object recognition device 16, and the outside world recognition unit 321. The peripheral detection image 610A is, for example, an animation in which ripples spread from the center of the own vehicle M toward the outside.

In addition, the HMI control unit 120 has an indicator "Eyes Off" indicating that the own vehicle M does not impose an obligation to monitor the surroundings of the occupants in the driving support status display area 620-5 of the third screen IM3-5. The image of the indicator "Hands OFF" indicating that the operation of the operation operator 80 is not required is highlighted. Further, the HMI control unit 120 monitors the surroundings of the own vehicle M in the driving support state display area 620-5 by the camera 10, the radar device 12, the finder 14, the object recognition device 16, and the outside world recognition unit 321. An image 626 showing that the image is displayed is displayed.

Further, the HMI control unit 120 displays a peripheral detection image indicating that the fourth screen IM4-5 of the HUD470 is provided with the same information as that of the fourth screen IM4-4 and that the driving support of the third degree is executed. Display 610B. The peripheral detection image 610B is, for example, an animation in which ripples spread from the center of the own vehicle M toward the outside.

Further, in a state where the occupant is not obliged to monitor the surroundings, the HMI control unit 120 uses the light emitting unit 462 provided on the second display unit 460 when the second display unit 460 becomes available. It is controlled so that it emits light in a predetermined color. In the state where the occupant is not obliged to monitor the surroundings, the functions that can be used include, for example, a videophone and entertainment content (content stored in a movie, television, or DVD) as a second display unit 460. This is the function displayed in. When a videophone is used, an image of the other party is displayed on the second display unit 460.

For example, when the third operation unit 440 is operated while the second display unit 460 can be used, the HMI control unit 120 causes the second display unit 460 to display a screen corresponding to the operation content. Further, the HMI control unit 120 has an image of a party to talk to the second display unit 460 when the operation switch 422 of the second operation unit 420 is operated while the second display unit 460 is available. Is displayed. As a result, the occupant can enjoy the call while looking at the other party displayed on the second display unit 460. That is, the occupant can use the videophone.

<Scene (6)>
In the scene (6), the automatic driving control unit 300 switches the own vehicle M from the third degree to the second degree of driving support because there is no preceding vehicle following the low speed. In this case, the HMI control unit 120 provides information suggesting the occupant's monitoring target or operation target requested to the occupant based on the change in the degree of driving assistance, as shown in FIG. Display on one or both of the HUD470.

FIG. 15 is a diagram showing an example of the third screen IM3-6 and the fourth screen IM4-6 displayed for requesting the occupant to monitor the surroundings. The HMI control unit 120 has information in the peripheral detection information display area 600-6 that the low-speed follow-up driving (“traffic jam follow-up automatic driving” in the figure) is completed and information that the occupant is to confirm the traffic condition in the surrounding area. Is displayed.

Further, the HMI control unit 120 causes the fourth screen IM4-6 to display a forward gaze request image 650 that requires the occupant to gaze at the front of the own vehicle M. The forward gaze request image 650 is an image including an elliptical region showing a predetermined region in front of the own vehicle M. Further, the forward gaze request image 650 may have a predetermined shape such as a circular shape or a rectangular shape, or may be information such as a mark or a symbol character that calls attention to the occupant. Further, the HMI control unit 120 lights or blinks the forward gaze request image 650 in a predetermined color.

The occupant condition monitoring unit 140 determines whether or not the occupant is monitoring the surroundings based on the captured image of the vehicle interior camera 90. When it is determined that the occupant is monitoring the surroundings, the switching control unit 110 causes the automatic driving control unit 300 to switch the driving support of the own vehicle M from the third degree to the second degree. The HMI control unit 120 causes one or both of the first display unit 450 and the HUD 470 to display a screen corresponding to the driving support according to the second degree.

<Timing of switching various devices or controls related to driving support>
Here, the switching timing of various devices or controls related to the driving support of the own vehicle M will be described with reference to the drawings. FIG. 16 is a diagram for explaining switching timing of various devices or controls related to driving support.

In FIG. 16, as switching related to driving assistance, (A) main switch 412 on / off, (B) auto switch 414 on / off, (C) manual operation mode display on / off, and (D) operation Assist mode display on / off, (E) first degree driving support on / off, (F) steering wheel 82 gripped / not gripped, (G) second degree driving support On / off, (H) on / off of the third degree of driving support, and (I) switching timing for the passage of time when driving monitoring of the occupant is required / unnecessary.

At time T0, the own vehicle M is traveling by the manual operation of the occupant. In this case, the main switch 412 and the auto switch 414 are not operated, and the screens in the manual operation mode (first screen IM1, second screen IM2) are displayed on the first display unit 450 and HUD470. Further, at time T0, the driving support (first degree to third degree) for the own vehicle M is not implemented, and the occupant needs to grasp the steering wheel 82 and monitor the surroundings.

At time T1, the occupant is executing the operation of turning on the main switch 412. In this case, the screens in the driving support mode (third screen IM3, fourth screen IM4) are displayed on the first display unit 450 and the HUD470. In the states from time T1 to T2, the driving control by the driving support is not performed, and the manual driving is continued.

At time T2, the occupant is executing an operation of turning on the auto switch 414.
In this case, the master control unit 100 causes the driving support control unit 200 to execute the first degree of driving support. In the driving support mode display, the HMI control unit 120 displays an image showing that the second degree of driving support is executed when the occupant releases the steering wheel 82.

At time T3, the occupant has released his hand from the steering wheel 82 while the own vehicle M is capable of providing driving support for the second degree. In this case, the switching control unit 110 causes the automatic driving control unit 300 to execute the driving support of the second degree from the driving support of the first degree by the driving support control unit 200.

At time T4, for example, the own vehicle M performs low-speed follow-up travel to execute a third degree of driving support. In this case, the peripheral monitoring of the occupants becomes unnecessary.

At time T5, the driving support of the third degree ends, and the driving support of the second degree is switched to. Therefore, it is necessary to monitor the surroundings of the occupants. Further, at the time T5, a display for switching from the second degree of driving support to the manual driving is performed. In this case, the HMI control unit 120 displays information for causing the occupant to grip the steering wheel 82 in the driving support mode display.

At time T6, the occupant grips the steering wheel 82. In this case, the switching control unit 110 switches from the second degree of driving support by the automatic driving control unit 300 to the first degree of driving support by the driving support control unit 200. Further, the switching control unit 110 switches to manual operation after a predetermined time has elapsed for the first degree of driving support.

At time T7, the own vehicle M is switched to manual operation. In this case, the main switch 412 and the auto switch 414 are switched off in accordance with the timing when the own vehicle M is switched to manual operation.

According to the first embodiment described above, the HMI control unit 120 can display an image according to the state of the vehicle on the display unit, which improves the convenience of the user.

(Second Embodiment)
Hereinafter, the second embodiment will be described. In the second embodiment, the HMI control unit 120 not only causes the first display unit 450 to display information indicating at least a part of other vehicles existing in the vicinity recognized by the outside world recognition unit 321 but also the other vehicle. Among them, the specific vehicle that affects the own vehicle M is displayed on the first display unit 450 in a manner that can be distinguished from other vehicles that are not specific vehicles. This process will be described below.

The other vehicles displayed on the first display unit 450 may be, for example, all of the vehicles recognized by the outside world recognition unit 321 or some of the vehicles. Further, the other vehicle displayed on the first display unit 450 is, among the vehicles recognized by the outside world recognition unit 321, another vehicle existing within a predetermined distance (from the reference position) ahead of the own vehicle M, or the own vehicle. It may be at least one of the other vehicles located within a predetermined distance behind the vehicle M (from the reference position).

Hereinafter, a process of displaying a specific vehicle that affects the own vehicle M among other vehicles on the first display unit 450 in a manner that can be distinguished from other vehicles that are not specific vehicles will be described by taking a certain scene as an example. For example, the HMI control unit 120 emphasizes the specific vehicle as compared with other vehicles that are not the specific vehicle, and causes the first display unit 450 to display the specific vehicle.

FIG. 17 is a diagram for explaining a process of emphasizing a specific vehicle that affects the own vehicle M and displaying it on the first display unit 450. In this scene, the own vehicle M is traveling in the lane L1. Further, in the lane L1, another vehicle m1 travels in front of the own vehicle M, and in the left lane L2 adjacent to the lane L1, another vehicle m2 travels between the own vehicle M and the other vehicle m1 in the traveling direction. ing. Further, in the right lane L3 adjacent to the vehicle L1, another vehicle m3 is traveling in front of the own vehicle M, and in the lane L3, the other vehicle m4 is traveling behind the own vehicle M. Further, in the illustrated example, the own vehicle M is traveling at low speed with the other vehicle m1 as the tracking target vehicle.

When a predetermined operation is received by the first operation unit 410 before the driving support is executed, the HMI control unit 120 first receives information indicating each of the other vehicles m1 to m4 recognized by the outside world recognition unit 321. Is displayed on the display unit 450 of. The predetermined operation is, for example, that the auto switch 414 is operated in a state where the main switch 412 is operated and the own vehicle M is in a state where the automatic operation can be started.

FIG. 18 is a diagram showing an example of the third screen IM3-7 displayed in the peripheral detection information display area 600-7 of the first display unit 450. The third screen IM3-7 is, for example, the own vehicle M, other vehicles m1 to m4, lanes L1 to L3, and icons indicating section lines (IM, Im1 to Im4, IL1 to LI3, Idl1 indicating the left lane marking, and the left side. Idl2) and the like indicating the lane markings of are displayed. Further, the position and size of each icon on the third screen IM3-7 correspond to the actual relative positional relationship between the own vehicle M and other vehicles m1 to m4, lanes L1 to L3, and section lines. On the third screen IM3-7, for example, with the own vehicle M as a reference position, each icon is displayed at a size and a position corresponding to an actual relative positional relationship.

Further, the HMI control unit 120 emphasizes the specific vehicle that affects the own vehicle M among the other vehicles m1 to m4 as compared with the other vehicle that is not the specific vehicle, and displays it on the first display unit 450. Influencing the own vehicle M means, for example, affecting at least one of the determination of acceleration / deceleration of the own vehicle M and the determination of the steering amount during the execution of driving assistance. Therefore, among the other vehicles m1 to m4, the specific vehicle that affects the own vehicle M is the other vehicle m1 that is the vehicle to be followed by the vehicle.

As shown in the figure, the HMI control unit 120 emphasizes the icon Im1 indicating the specific vehicle with respect to the other vehicle m1 as compared with the icon Im2 to Im4 indicating the other vehicle m2 to m4 which is not the specific vehicle. The emphasis means that the icon indicating a specific vehicle may be in a form that is easier for the user who visually recognizes the image to recognize than the icon indicating another vehicle, and as shown in the figure, the icon of the predetermined symbol is the target icon. It may be associated with, or the target icon may be represented by a predetermined color. Further, the emphasis means that the icon Im1 itself indicating the specific vehicle is displayed in a form that is easier to recognize than the icons Im2 to Im4 that are not the specific vehicle, and the icons Im2 to Im4 that are not the specific vehicle indicate the specific vehicle. It may be displayed in a mode that is difficult to recognize as compared with the icon Im1.

Further, the emphasis may mean that the brightness value of the pixels forming the icon Im1 indicating the specific vehicle is larger than the brightness value of the pixels forming the icons Im2 to Im4 that are not the specific vehicle. Further, the emphasis may mean that the number of pixels forming the icon Im1 indicating the specific vehicle is larger than the number of pixels forming the icons Im2 to Im4 indicating another vehicle that is not the specific vehicle. For example, the icons Im2 to Im4 indicating another vehicle that is not a specific vehicle are represented by only the pixels corresponding to the frame line, and the icon Im1 indicating the specific vehicle is represented by the frame line and the pixels corresponding to the inside of the frame line. In the illustrated example, the icon FB1 (for example, a frame line) that emphasizes the icon Im1 is associated with the icon Im1 that indicates a specific vehicle.

Further, the HMI control unit 120 associates the icon indicating the specific vehicle (other vehicle m1) which is the tracking target vehicle with the icon Ita indicating that the tracking target is on the third screen IM3-7.

The specific vehicle that affects the own vehicle M may be a vehicle that changes lanes or a vehicle that has a possibility of changing lanes or more.

Further, the HMI control unit 120 causes the first display unit 450 to distinguish between the first type of specific vehicle and the second type of specific vehicle. The outside world recognition unit 321 classifies the recognized specific vehicle into a first type of specific vehicle and a second type of specific vehicle. The specific vehicle of the first type is a vehicle having a higher degree of influence on the own vehicle M in the long term than the specific vehicle of the second type. A vehicle having a high degree of influence on the own vehicle M is a vehicle having a degree of influence on the determination of acceleration / deceleration of the own vehicle M or the determination of the steering amount during the execution of driving support by a predetermined degree or more. ..

More specifically, it is a vehicle that accelerates / decelerates the own vehicle M or changes the steering amount by a predetermined degree or more. In other words, the specific vehicle of the first type has a longer time to influence the acceleration / deceleration or the determination of the control amount of the steering angle in the control of the own vehicle M than the specific vehicle of the second type. Alternatively, it is a vehicle that may take a long time (an example of "a vehicle having a high degree of influence on the own vehicle M in the long term").

For example, the specific vehicle of the first type may be a vehicle to be followed, and the specific vehicle of the second type may be a vehicle that changes lanes or a vehicle that has a possibility of changing lanes or more. A vehicle whose possibility of changing lanes is considered to have a predetermined probability or higher is, for example, a vehicle that exists in an adjacent lane (with a reference point of the vehicle) within a predetermined distance D from the lane marking line in which the own vehicle M travels. There is (see FIG. 19). Further, the vehicle in which the possibility of changing lanes is considered to be equal to or higher than a predetermined probability may be a vehicle indicating that the direction indicator enters the traveling lane of the own vehicle M.

FIG. 19 is a diagram showing an example of a third screen IM3-8 displayed when another vehicle m2 is about to enter the traveling lane of the own vehicle M. For example, as shown in FIG. 19, also of that reference position of the other vehicle m2 is the distance to the separation lines of the traveling lane of the vehicle M becomes within a predetermined distance D. As a result, the other vehicle m2 is determined to be a vehicle when the lane is changed to the lane L1, and is considered to be a specific vehicle that affects the own vehicle M. The outside world recognition unit 321 classifies the other vehicle m1 into the first type of specific vehicle and the other vehicle m2 into the second type of the specific vehicle among the other vehicles regarded as the specific vehicle. For example, the other vehicle m2 shall perform an operation related to a lane change within a predetermined time. In this case, the behavior of the other vehicle m2 has a short-term effect on the own vehicle M, but does not affect the own vehicle M in the long term like the other vehicle m1, so the other vehicle m2 is of the second type. It is classified as a specific vehicle.

As shown in the figure, the HMI control unit 120 associates an icon (FB1 in the figure) indicating the first type with the specific vehicle (other vehicle m1) of the first type, and associates the icon (FB1 in the figure) with the specific vehicle of the second type. An icon (FB2 in the figure) indicating the second type is associated with the specific vehicle (other vehicle m2). As a result, the icon indicating the specific vehicle of the first type and the icon indicating the specific vehicle of the second type are displayed on the first display unit 450 so as to be distinguishable.

In this way, since the specific vehicle of the first type and the specific vehicle of the second type are displayed on the first display unit 450 so as to be distinguishable, the occupant affects the control of the own vehicle M. The type of vehicle can be recognized.

Hereinafter, the third screen IM3-9 displayed on the first display unit 450 when the own vehicle M changes lanes will be described with reference to FIG. 20. In FIG. 20, the positions of the other vehicles m1 to m3 are the same as the positions shown in FIG. 17, but the positions of the own vehicle M and the other vehicle m4 are different from the positions shown in FIG. In FIG. 20, another vehicle m4 is traveling behind the own vehicle M in the lane L1, and the own vehicle M is traveling in the lane L2. An example is shown in which the own vehicle M changes lanes from lane L2 to lane L1 from this state, and then tries to follow another vehicle m1 and travel at a low speed.

In this case, the outside world recognition unit 321 classifies the other vehicle m1 into the specific vehicle of the first type, and the other vehicles m2 and m4 into the specific vehicle of the second type. The own vehicle M changes lanes in a short period of time and changes lanes to lane L2. Since the behavior and existence of the other vehicle m2 and the other vehicle m4 do not have a high degree of influence on the own vehicle M, they are classified into the second type of specific vehicle. On the other hand, since the other vehicle m1 is a vehicle to be followed by the own vehicle M, the behavior and existence of the other vehicle m1 have a high degree of influence on the own vehicle M, so that the other vehicle m1 is the first. It is classified as a specific vehicle of the type.

As shown in the figure, the HMI control unit 120 associates the icon FB1 indicating the first type with the specific vehicle (other vehicle m1) of the first type, and associates the icon FB1 indicating the first type with the specific vehicle of the second type (other vehicle). The icons FB3 and FB4 indicating the second type are associated with m2 and the other vehicle m4), respectively. As a result, the icon Im1 indicating the specific vehicle of the first type and the icons Im2 and Im4 indicating the specific vehicle of the second type are displayed on the first display unit 450 in a distinguishable manner.

FIG. 21 is a flowchart showing a flow of processing executed by the vehicle system 1. This process is started after the process of displaying information indicating another vehicle on the display unit is started after the predetermined operation is received by the first operation unit 410 before the driving support is executed. Is. Further, in this process, after the process is started, until the operation support in the second embodiment is completed, or a predetermined operation for ending the process by the first operation unit 410 (for example, operation). The operation of the auto switch 414 during the execution of the support) is repeatedly executed.

First, the outside world recognition unit 321 determines whether or not there is another vehicle that affects the own vehicle M (step S100). If there is no other vehicle that affects the own vehicle M, the processing of one routine in this flowchart ends. When there is another vehicle that affects the own vehicle M, the outside world recognition unit 321 classifies the other vehicle that affects the own vehicle M into a specific vehicle of the first type and a specific vehicle of the second type. (Step S102).

Next, the HMI control unit 120 associates an icon indicating that the specific vehicle of the first type is a specific vehicle of the first type with the specific vehicle of the first type displayed on the first display unit 450 on the screen. Display (step S104).

Next, the HMI control unit 120 determines whether or not the specific vehicle of the first type is the specific vehicle to be followed based on the information acquired from the automatic driving control unit 300 or the driving support control unit 200 ((). Step S106). In the case of a specific vehicle to be followed, the HMI control unit 120 displays an icon indicating the specific vehicle of the following vehicle on the screen in association with an icon indicating the target to be followed (step S108). If the vehicle is not the specific vehicle to be followed, the HMI control unit 120 proceeds to the process of step S110 without executing the process of step S108.

Next, the HMI control unit 120 associates an icon indicating that the second type of specific vehicle displayed on the first display unit 450 with the second type of specific vehicle on the screen. Display (step S110). As a result, the processing of one routine of this flowchart is completed.

As described above, the HMI control unit 120 indicates the other vehicle that is recognized by the occupants of the vehicle, and further, among the other vehicles, the specific vehicle that affects the own vehicle M is compared with the other vehicle that is not the specific vehicle. By displaying the vehicle on the first display unit 450 so as to emphasize it, it is possible to show the occupant a vehicle that affects the control of the own vehicle M, so that the occupant can be given a sense of security.

[Modification example]
Further, when the lane markings are complemented as described below, the HMI control unit 120 sets the icon Im2 corresponding to the specific vehicle (other vehicle m2) that affects the complementation of the lane markings as shown in FIG. On the other hand, the icon FB5 that emphasizes the icon Im2 may be associated. The arrangement of the own vehicle M and the specific vehicle in FIG. 22 is the same as that in FIG. Further, it is assumed that the other vehicle m2, which is a specific vehicle, is traveling straight in the traveling lane L2.

For example, when the outside world recognition unit 321 cannot recognize the lane marking in the predetermined range on the left front side of the own vehicle M, the outside world recognizing unit 321 complements the lane marking based on the other vehicle m2 traveling in the vicinity of the area where the lane marking cannot be recognized. For example, the outside world recognition unit 321 derives the track on which the other vehicle m2 has traveled, and when the derived track is within a predetermined range, the other vehicle m2 is used as a vehicle for complementing the lane markings. The outside world recognition unit 321 determines the shortest distance between each track point of any plurality of track points and the lane marking line (the lane marking line on the left side of the other vehicle m2) recognized as the track points on which the other vehicle m2 has traveled. Derived.

Then, the outside world recognition unit 321 estimates that the derived value obtained by statistically processing the plurality of shortest distances (for example, the average value or the median value) is the center position in the width direction of the lane L2 from the lane marking. Then, the outside world recognition unit 321 derives an unrecognized division line based on the estimated center position, and complements the division line Vcm. When the lane marking Vcm is complemented, the own vehicle M controls the own vehicle M based on, for example, the complemented lane marking Vcm or the specific vehicle.

Further, when complementing the lane marking Vcm, the outside world recognition unit 321 is adjacent to the area where the lane marking is not recognized, and connects the ends of the recognized lane markings regarding the traveling direction of the vehicle M to the lane markings. May be estimated and the above-derived lane markings may be corrected based on the estimated lane markings. The correction means that when the estimated lane marking and the derived lane marking Vcm are overlapped, the two lane markings are brought closer to each other for the region where the deviation occurs, and one lane marking is generated, and the generated lane marking is smooth. It is to correct so that it becomes.

Further, when the lane marking Vcm is complemented, the outside world recognition unit 321 offsets the track on which the other vehicle travels to the lane side on which the own vehicle M travels by half of the lane, and complements the offset track as a section line. You may. Further, when offsetting, the outside world recognition unit 321 may adjust the position for offsetting the track on which the other vehicle has traveled so that the lane markings recognized so far and the track on which the other vehicle has traveled overlap. Good.

As described above, the HMI control unit 120 emphasizes the icon corresponding to the specific vehicle that affects the complementation of the lane markings, thereby allowing the occupants of the vehicle M to complement the lane markings. Can indicate a vehicle. As a result, it is possible to give a sense of security to the occupants of the vehicle.

In addition, when the outside world recognition unit 321 cannot recognize the above-mentioned division line in the predetermined range (or when it is estimated that the division line cannot be recognized for a predetermined time), the range (length) of the division line that cannot be recognized. If is greater than or equal to the threshold value (or the time during which the lane marking cannot be recognized is greater than or equal to the threshold value), another vehicle used to complement the lane marking is classified as a specific vehicle of the first type, and the range of the unrecognizable lane marking is the threshold value. If it is less than, the other vehicle used to complement the lane marking may be classified as a second type of specific vehicle.

Further, in the above-mentioned example, the following vehicle and other vehicles used for complementing the lane markings are classified as the first type of specific vehicle, but the present invention is not limited to this, and the behavior of the own vehicle M is affected in the long term. If it is a target to be given, it may be a specific vehicle of the first type.

According to the second embodiment described above, when the HMI control unit 120 receives a predetermined operation by the HMI 400 before the driving support is executed by the driving support control unit 200 or the automatic driving control unit 300, the HMI control unit 120 is outside the world. Information indicating at least a part of the other vehicle recognized by the recognition unit 321 is displayed on the display unit, and the specific vehicle that affects the vehicle among the other vehicles is displayed on the display unit in a manner that can be distinguished from the other vehicle that is not the specific vehicle. By displaying the display, it is possible to give a sense of security to the occupants of the vehicle.

Although the embodiments for carrying out the present invention have been described above using the embodiments, the present invention is not limited to these embodiments, and various modifications and substitutions are made without departing from the gist of the present invention. Can be added.

1 ... Vehicle system, 10 ... Camera, 12 ... Radar device, 14 ... Finder, 16 ... Object recognition device, 20 ... Communication device, 50 ... Navigation device, 60 ... MPU, 70 ... Vehicle sensor, 80 ... Driving operator, 120 ... HMI control unit, 200 ... Driving support control unit, 300 ... Automatic operation control unit, 321 ... External world recognition unit, 400 ... HMI, 450 ... First display unit, 460 ... Second display unit

Claims (8)

Display and
A recognition unit that recognizes other vehicles around the vehicle,
An operation unit that accepts operations from the occupants of the vehicle,
A control unit that executes driving support for the vehicle,
When a predetermined operation is received by the operation unit before the driving support is executed by the control unit, information indicating at least a part of another vehicle recognized by the recognition unit is displayed on the display unit. A display control unit that displays a specific vehicle that affects the vehicle among the other vehicles on the display unit in a manner that can be distinguished from other vehicles that are not the specific vehicle.
The display control unit
When the road lane markings around the vehicle are complemented based on the predetermined other vehicle recognized by the recognition unit, the icon indicating that the specific vehicle affects the complementation of the road lane markings is displayed. Displaying the predetermined other vehicle on the display unit in a manner associated with the other vehicle.
Vehicle control system. The display control unit emphasizes the specific vehicle as compared with other vehicles that are not the specific vehicle, and causes the display unit to display the specific vehicle.
The vehicle control system according to claim 1. The recognition unit classifies the specific vehicle into a first type of specific vehicle and a second type of specific vehicle.
The display control unit causes the display unit to display the specific vehicle of the first type and the specific vehicle of the second type classified by the recognition unit in a distinguishable manner.
The vehicle control system according to claim 1 or 2. The specific vehicle of the first type is a vehicle having a higher degree of influence on the vehicle in the long term than the specific vehicle of the second type.
The vehicle control system according to claim 3. When a predetermined operation is received by the operation unit, the control unit executes the driving support and performs the operation support.
The influence is an influence on at least one of the determination of acceleration / deceleration of the vehicle or the determination of the steering amount during the execution of the driving assistance.
The vehicle control system according to any one of claims 1 to 4. Affecting specific vehicle to said vehicle includes the following target vehicle of the vehicle,
The display control unit causes the display unit to display information indicating that the vehicle is a tracking target in association with the tracking target vehicle.
The vehicle control system according to any one of claims 1 to 5. In-vehicle computer
A process of recognizing the other vehicles existing around the vehicle,
If a predetermined operation is received by the operation unit that accepts the operation from the occupant of the vehicle before the driving support is executed by the control unit that executes the driving support of the vehicle, at least the recognized other vehicle. together to display the information indicating the part on the display unit, and a process of displaying on the display unit in another vehicle and distinguishable manner not the specific vehicle that affect specific vehicle to said vehicle among said other vehicle,
When the road lane markings around the vehicle are complemented based on the predetermined other vehicle recognized in the recognizing process, the icon indicating that the specific vehicle affects the complementation of the road lane markings is displayed. A process of displaying the predetermined other vehicle on the display unit in a manner associated with the predetermined other vehicle,
Vehicle control method to perform . For in-vehicle computers
A process of recognizing the other vehicles existing around the vehicle,
If a predetermined operation is received by the operation unit that accepts the operation from the occupant of the vehicle before the driving support is executed by the control unit that executes the driving support of the vehicle, at least the recognized other vehicle. together to display the information indicating the part on the display unit, and a process of displaying on the display unit in another vehicle and distinguishable manner not the specific vehicle that affect specific vehicle to said vehicle among said other vehicle,
When the road lane markings around the vehicle are complemented based on the predetermined other vehicle recognized in the recognizing process, the icon indicating that the specific vehicle affects the complementation of the road lane markings is displayed. A process of displaying the predetermined other vehicle on the display unit in a manner associated with the predetermined other vehicle,
A program that executes .

Images