JP7054844B2 - Vehicle, information presentation system - Google Patents

Description

The present invention relates to a vehicle capable of automatic traveling and an information presentation system .

In recent years, the development of self-driving vehicles has been accelerating. NHTSA (National Highway Traffic Safety Administration) adopted the definition of automatic driving level of SAE (Society of Automotive Engineers) in 2016, and the automatic driving level is set to no driving automation (level 0), driver support (level 1), It was classified into partial driving automation (level 2), conditional driving automation (level 3), advanced driving automation (level 4), and fully automated driving (level 5).

At level 0, a human driver does everything. At Level 1, vehicle automation systems can sometimes assist human drivers and perform several driving tasks. At Level 2, the vehicle automation system can effectively perform some driving tasks, while the human driver monitors the driving environment and continues to perform the rest of the driving tasks. become. At Level 3, the automated system effectively performs some driving tasks and monitors the driving environment in certain cases, while the human driver is prepared to regain control when requested by the automated system. I have to keep it. At level 4, the automation system can perform driving tasks and monitor the driving environment. Humans do not need to regain control, but automated systems can only operate under certain circumstances and conditions. At level 5, the automated system can perform all driving tasks under all conditions that a human driver can drive.

At levels 4 and 5, humans no longer need to be involved in driving. Level 4 is automatic driving in a dedicated space or a limited area, and level 5 is automatic driving in a limited area. Level 1 has been widely put into practical use as of 2017, and Level 2 has been partially put into practical use. At level 3, the autonomous driving system leads the driving, and human driving is required as needed.

Levels 1-3 require an interface between the autonomous driving system and the driver in the vehicle. The main notification from the autonomous driving system to the driver is to present the driver with the behavior of the vehicle determined by the autonomous driving system. The driver can prepare for the next action of the vehicle based on the presented action. At level 3, it is necessary to notify the driver from the automatic driving system to request the switch from the driving led by the automatic driving system to the driving led by the driver.

As of 2017, many vehicles are equipped with infotainment devices such as car navigation and display audio, which are equipped with displays and speakers. Vehicles equipped with a plurality of infotainment devices in the vehicle interior have also been developed (see, for example, Patent Document 1). Therefore, it is conceivable to utilize an infotainment device as a device for notifying the driver from the automatic driving system.

International Publication No. 2017/068759

Vehicles need to be manufactured in compliance with functional safety standards centered on the ISO26262 standard. The ISO26262 standard is an international standard for functional safety related to electrical / electronic of passenger cars of 3.5 tons or less. The ASIL (Automotive Safety Integrity Level) specified in the ISO 26262 standard requires the highest level of ASIL D for ADAS (Advanced Driving Assistant System). ASIL D requires SPFM (Single Point Fault Metric) of 99% or more and LFM (Latent Fault Metric) of 90% or more.

Since the device for notifying passengers such as the driver from the automatic driving system is a device constituting ADAS, ISO 26262 standard ASIL is required. Most infotainment devices such as car navigation devices as of 2017 do not comply with the ISO26262 standard ASIL. Therefore, it is basically impossible to use the existing infotainment device mounted on the vehicle as a device for notifying the passenger from the automatic driving system. In addition, a significant cost increase is required to make the infotainment equipment to be manufactured compliant with the ISO26262 standard ASIL.

The present invention has been made in view of such a situation, and an object of the present invention is to provide a technique for realizing an interface for notifying passengers from an automatic driving system at low cost while complying with functional safety standards.

In order to solve the above problems, the vehicle according to an aspect of the present invention is electrically controlled by a seat in which a driver can be seated, an electrically controllable power unit, and an electrically controllable steering unit. A possible braking unit, a first information presenting device, and a second information presenting device are provided, and the first information presenting device includes a first display unit visibly arranged by the driver, and the first information presenting device . The second information presenting device includes a first control unit connected to one display unit, and the second information presenting device is connected to a second display unit visibly arranged by the driver and the second display unit . A vehicle that includes a second control unit and is capable of autonomous driving by electrically controlling the power unit, the steering unit, and the braking unit, the first information presenting device, and the first. 2. The information presenting device, the power unit, the steering unit, and the braking unit are connected to a predetermined network mounted on the vehicle, and the first display unit is at least related to the autonomous driving. Information can be displayed, the second display unit can display at least information other than the information related to the autonomous driving, and the first control unit operates in the first operating system and the second. The control unit operates in the second operating system, and the scale of the system of the first information presenting device is smaller than the scale of the system of the second information presenting device .

It should be noted that any combination of the above components and the conversion of the expression of the present invention between methods, devices, systems, computer programs and the like are also effective as aspects of the present invention.

According to the present invention, an interface for notifying passengers from an automatic driving system can be realized at low cost while complying with functional safety standards.

It is a block diagram which shows the structure of the vehicle which concerns on embodiment of this invention. It is a figure which shows the configuration example 1 of the 1st information presenting apparatus and the 2nd information presenting apparatus of FIG. 3 (a)-(b) are image diagrams schematically showing an architecture when an HLOS is used and an architecture when an embedded RTOS is used. It is a figure which shows the configuration example 2 of the 1st information presenting apparatus and the 2nd information presenting apparatus of FIG. It is a figure for demonstrating the power path of the 1st information presenting apparatus and the 2nd information presenting apparatus of FIG. It is a figure which shows the structural example of the power supply circuit of FIG. It is a figure which shows the modification of the power supply circuit. 8 (a) and 8 (b) are diagrams showing an arrangement example of a first information presenting device and a second information presenting device in a vehicle. It is a figure which shows the structural example 1 of the instrument panel. It is a figure which shows the structural example 2 of the instrument panel.

FIG. 1 is a block diagram showing a configuration of a vehicle 1 according to an embodiment of the present invention. The vehicle 1 according to the embodiment is a vehicle having an automatic driving level of 1 or higher, and in the following description, a vehicle of level 3 is assumed. The vehicle 1 includes a power unit 41, a steering unit 42, a braking unit 43, a driving operation unit 30, an automatic driving controller 50, an imaging unit 61, a sensor unit 62, a wireless communication unit 63, a first information presenting device 10, and a second information presenting. A device 20 and an in-vehicle network 70 with a gateway function are provided.

The power unit 41 is a general term for members for accelerating the vehicle 1, and includes an engine and / or a traveling motor, a transmission, a power system ECU (Electronic Control Unit) 41a, and the like. The steering unit 42 is a general term for members for curving the vehicle 1, and includes power steering, a steering system ECU 42a, and the like. The braking unit 43 is a general term for members for decelerating and stopping the vehicle 1, and includes a brake (hydraulic brake / regenerative brake / regenerative cooperative brake), ABS (Antilock Brake System), a braking system ECU 43a, and the like.

The power system ECU 41a, the steering system ECU 42a, and the braking system ECU 43a are each connected to the in-vehicle network 70. The in-vehicle network 70 is constructed using at least one of the standards such as CAN (Controller Area Network), LIN (Local Interconnect Network), FlexRay (registered trademark), and Ethernet (registered trademark). The power system ECU 41a, the steering system ECU 42a, and the braking system ECU 43a are connected to the main network of the vehicle-mounted network 70. Hereinafter, in the present embodiment, an example in which CAN is used for the main network is assumed.

The operation operation unit 30 is a general term for members for the driver to operate the vehicle 1, and includes an accelerator pedal, a steering wheel, a brake pedal, a winker switch, an operation ECU 30a, and the like. The operation ECU 30a converts the driver's operation on the accelerator pedal or the like into an electric control signal, and transmits the operation to the power system ECU 41a, the steering system ECU 42a, or the braking system ECU 43a via the vehicle-mounted network 70. The power system ECU 41a, the steering system ECU 42a, or the braking system ECU 43a controls the corresponding actuator based on the received control signal.

The image pickup unit 61 is a general term for at least one or more cameras installed in the vehicle 1. For example, as the image pickup unit 61, visible light cameras are installed at four locations in front of, behind, and left and right of the vehicle 1, and four visible light cameras capture images in front, behind, and left and right of the vehicle 1. The image pickup unit 61 outputs the image signal generated by photoelectric conversion to the automatic operation controller 50.

The sensor unit 62 is a general term for various sensors (excluding the image pickup unit 61) for grasping the state of the own vehicle and the situation around the own vehicle. For example, the sensor unit 62 includes a LIDAR (Light Detection and Ranging), a millimeter wave radar, a vehicle speed sensor, and a GPS sensor.

LIDAR emits a light ray (for example, an infrared laser) around the vehicle 1, receives the reflected signal, and based on the received reflected signal, the distance to the surrounding object and the size of the object. , And the composition of the object. The millimeter wave radar radiates a radio wave (millimeter wave) around the vehicle 1, receives the reflected signal, and measures the distance to an object existing in the surroundings based on the received reflected signal. Millimeter-wave radar can also detect distant objects that are difficult to detect with LIDAR. The vehicle speed sensor detects the speed of the vehicle 1. The GPS sensor detects the position information of the vehicle 1. Specifically, the transmission time is received from each of a plurality of GPS satellites, and the latitude and longitude of the reception point is calculated based on the received plurality of transmission times.

The wireless communication unit 63 performs wireless communication with an external data center, a roadside unit, another vehicle, or the like. For example, use a mobile phone network (cellular network), wireless LAN, ETC (Electronic Toll Collection System), DSRC (Dedicated Short Range Communications), V2I (Vehicle-to-Infrastructure), V2V (Vehicle-to-Vehicle). Can be done.

The automatic driving controller 50 holds data necessary for autonomous driving such as a three-dimensional map, and autonomously drives the vehicle 1 based on a predetermined automatic driving algorithm. Specifically, the automatic driving controller 50 is based on the image data generated by the image pickup unit 61, various detection data detected by the sensor unit 62, and various information collected from the outside via the wireless communication unit 63. Recognize the condition of the vehicle and the situation around the vehicle.

The automatic driving controller 50 determines the behavior of the vehicle 1 by applying various parameters indicating the recognized state of the own vehicle and the situation around the own vehicle to the automatic driving algorithm. The automatic operation controller 50 generates a control command based on the determined action, and transmits the control command to the power system ECU 41a, the steering system ECU 42a, or the braking system ECU 43a via the vehicle-mounted network 70. The power system ECU 41a, the steering system ECU 42a, or the braking system ECU 43a controls the corresponding actuator based on the received control command.

The autonomous driving algorithm is generated by, for example, artificial intelligence (AI) based on deep learning. The various parameters of the autonomous driving algorithm are initially set to the values learned by the high-spec computer in advance, and the updated values are appropriately downloaded from the data center on the cloud.

The second information presenting device 20 is an information presenting device for infotainment, and includes a second control circuit 21, a second display circuit 22, and a second speaker 23. The second control circuit 21 is connected to the vehicle-mounted network 70 via the signal harness 72. The second information presenting device 20 corresponds to, for example, a car navigation device or a display audio device.

The first information presenting device 10 is an information presenting device for automatic driving, and includes a first control circuit 11, a first display circuit 12, and a first speaker 13. The first control circuit 11 is connected to the vehicle-mounted network 70 via the signal harness 72.

The connection form of the vehicle-mounted network 70 shown in FIG. 1 is an example, and various connection forms can be used. For example, in FIG. 1, the second control circuit 21 of the second information presenting device 20, the image pickup unit 61, the sensor unit 62, and the wireless communication unit 63 are connected to the automatic operation controller 50 via the main network. The second control circuit 21, the image pickup unit 61, the sensor unit 62, and the wireless communication unit 63 may be directly connected.

Further, in FIG. 1, the first control circuit 11 of the first information presenting device 10 and the automatic driving controller 50 are connected to each other via the main network, but the second control circuit 21 and the automatic driving controller 50 are dedicated signals. It may be connected directly via a harness.

The automatic operation controller 50, the operation ECU 30a, the power system ECU 41a, the steering system ECU 42a, the braking system ECU 43a, and the in-vehicle network 70 are generated in accordance with ISO26262 standard ASIL. Although not shown, the instrument panel including the speedometer, tachometer, etc. is also generated in accordance with the ISO26262 standard ASIL.

The second information presenting device 20 for infotainment does not need to comply with the ISO26262 standard ASIL, and in fact, most infotainment devices do not comply with the ISO26262 standard ASIL.

On the other hand, the first information presenting device 10 for automatic operation needs to comply with the ISO26262 standard ASIL. As a general rule, the automatic driving controller 50 does not display information related to autonomous driving on the second display circuit 22 of the second information presenting device 20. Further, the second speaker 23 of the second information presenting device 20 does not notify the notification. The automatic driving controller 50 causes the first display circuit 12 of the first information presenting device 10 to display information related to autonomous driving. Alternatively, the first speaker 13 of the first information presenting device 10 is used for notification. Do both or both.

The information related to autonomous driving includes the behavior of the vehicle 1 determined by the automatic driving controller 50. The automatic driving controller 50 basically causes the first display circuit 12 to display the current behavior of the vehicle 1 (for example, acceleration, deceleration, right curve, left curve). Alternatively, the first speaker 13 is used for notification. Do both or both. Further, the automatic driving controller 50 causes the first display circuit 12 to display the next action of the vehicle 1 determined based on the automatic driving algorithm from a predetermined time before the scheduled time for executing the action. Alternatively, the first speaker 13 is used for notification. Do both or both.

In the vehicle 1 of the automatic driving level 3, the automatic driving controller 50 may determine that autonomous driving is difficult. For example, on a road where a lane marking is not drawn on the road surface, it may be difficult to identify a lane and autonomous driving may be difficult. Further, in the case of heavy fog or heavy rain, it may be difficult to clearly photograph the front of the vehicle 1 and autonomous driving may be difficult. When the automatic driving controller 50 determines that autonomous driving is difficult, a message requesting switching from the driving led by the automatic driving controller 50 to the driving led by the driver is displayed on the first display circuit 12. Let me. Alternatively, the first speaker 13 is used for notification. Do both or both.

FIG. 2 is a diagram showing configuration example 1 of the first information presenting device 10 and the second information presenting device 20 of FIG. The second control circuit 21 of the second information presenting device 20 includes a CPU 211, an image processing engine 213, an audio DSP 214, a communication processing controller 215, and a power supply circuit 216. The second control circuit 21 is constructed of, for example, a system LSI, SoC (System on a Chip).

The CPU 211 operates in the HLOS (High Level Operating System) and controls the entire second control circuit 21 in an integrated manner.

The image processing engine 213 is a general term for engines that perform specific image processing such as codecs, moving image processing, and 3D graphic processing. The signal processed by the image processing engine 213 is output to the second display circuit 22. The audio DSP (Digital Signal Processor) 214 executes predetermined audio processing. The signal processed by the audio DSP 114 is output to the second speaker 23.

The communication processing controller 215 executes communication processing of signals transmitted and received via the signal harness 72. For example, in the case of a CAN controller, messages specified in the CAN protocol are transmitted and received. The communication processing controller 215 operates on an RTOS (Real-Time Operating System).

The power supply circuit 216 steps down the power supply voltage (generally 12V) supplied from the power supply unit including the secondary battery, and supplies the power supply voltage (generally 3 to 5V) to the LSI included in the second control circuit 21. ) Is generated. For example, a switching regulator can be used for the power supply circuit 216.

The second display circuit 22 includes a liquid crystal panel or an organic EL panel, and displays an image on the liquid crystal panel or the organic EL panel based on the image signal supplied from the image processing engine 213. The second speaker 23 for infotainment is often installed at a plurality of locations in the vehicle 1 in order to improve the sound quality. For example, it may be installed at a total of four locations, one on the left and right on the front side of the vehicle interior and the other on the left and right on the rear side. In this way, in many of the second information presenting devices 20 for infotainment, the second control circuit 21 and the second speaker 23 are physically separated, and in the separated type, the second control circuit 21 and the second speaker 23 are physically separated. The space is connected by a harness.

When a DAC (Digital to Analog Converter) and an amplifier are built in the second control circuit 21, a drive signal for driving the diaphragm of the second speaker 23 is supplied from the second control circuit 21 to the second speaker 23. Will be done. When the DAC and the amplifier are externally attached and installed on the second speaker 23 side, the audio signal is output from the second control circuit 21 toward the DAC.

The first control circuit 11 of the first information presenting device 10 includes a main CPU 111, a sub CPU 112, an image processing engine 113, an audio DSP 114, a communication processing controller 115, and a power supply circuit 116. Like the second control circuit 21, the first control circuit 11 is also constructed by, for example, a system LSI and a SoC.

The main CPU 111 and the sub CPU 112 operate in the RTOS and collectively control the entire first control circuit 11. In the normal state, the main CPU 111 operates and the sub CPU 112 stands by. When an abnormality occurs in the main CPU 111, the main CPU 111 stops and the sub CPU 112 operates. The image processing engine 113, the audio DSP 114, the communication processing controller 115, and the power supply circuit 116 have basically the same configuration as the second control circuit 21.

The first control circuit 11, the first display circuit 12, and the first speaker 13 of the first information presenting device 10 are integrally mounted in one housing. Therefore, the wiring between the first control circuit 11 and the first display circuit 12, the wiring between the first control circuit 11 and the first speaker 13 is shortened, and the wiring length between the first control circuit 11 and the first speaker 13 is the second. It is shorter than the wiring length between the control circuit 21 and the second speaker 23.

The first information presenting device 10 has various redundancy in order to comply with the ISO26262 standard ASIL. In the example shown in FIG. 2, two CPUs, a main CPU 111 and a sub CPU 112, are provided. Further, the main CPU 111 and the sub CPU 112 are operated by the RTOS instead of the general-purpose HLOS. The RTOS is an OS whose main purpose is to provide real-time processing with an emphasis on time resources. The RTOS has a task scheduling function according to priority, a real-time task control function regardless of the presence or absence of interrupts, and a kernel processing time prediction function. An OS that does not have at least one of these functions is classified as a non-RTOS. The RTOS has narrowed down the functions, and the probability of crashing is lower than that of the HLOS.

While the main CPU 111 and the sub CPU 112 of the first information presenting device 10 operate in the RTOS, the CPU 211 of the second information presenting device 20 operates in the HLOS as described above. The HLOS is a non-RTOS and is larger than the RTOS. HLOS is generally a large-scale OSS (Open Source Software) and is widely adopted as a software platform. As a large-scale open source OS for automobiles, Android (registered trademark), AGL (Automotive Grade Linux (registered trademark)) and the like are used.

Since the OS of an infotainment device needs to be equipped with a large-scale application, it is generally developed as a large-scale, general-purpose open source OS. Large-scale, general-purpose open source OSs do not support functional safety standards.

When developing an OS for an ADAS device with a large-scale, general-purpose open source OS, it does not comply with functional safety standards, so an enormous verification process for verifying safety is required. It also requires the addition of software components to deal with hazards. Originally, using a general-purpose open source OS can reduce development man-hours and costs, but when developing an OS that conforms to the ISO26262 standard ASIL required for ADAS equipment, it is a general-purpose open. If the source OS is used, on the contrary, enormous development man-hours and costs will be incurred.

On the other hand, there is an embedded RTOS that complies with functional safety standards. Integrity, AUTOSAR, TRON (registered trademark) Safe Kernel, QNX (registered trademark) OS for Safety, and the like can be used as an embedded RTOS conforming to the ISO26262 standard ASIL.

There are many suppliers in the automobile manufacturing supply chain, and one supplier procures components (including parts and software components) from lower suppliers, and incorporates the procured components. Supply to the supplier.

In order to realize functional safety in collaboration with many suppliers, the ISO26262 standard defines the concept of SEooC (Safety Element out of Context). Component suppliers are often unaware of the functional safety concept of the entire system, and are required to develop components that are aware of the functional safety concept of the entire system. The supplier then creates a safety manual that defines the assumptions about the context in which the component is used and provides it to other suppliers or finished goods manufacturers.

The safety manual includes (1) functional safety mechanisms of components, (2) assumptions of safety requirements met by components, (3) component configuration, integration with other components, essentials for use, (4) integration. Module tests that must be performed later, (5) Describe known issues that may affect functional safety due to the module.

The safety manual defines how to integrate things outside the context into the context to achieve functional safety. The superior supplier or finished product manufacturer who uses the component needs to manufacture the higher component or the finished vehicle based on the restrictions imposed by the safety manual. In addition, the artifacts described in the safety manual (for example, files related to design and testing used in component development) can be utilized by a superior supplier or a finished product manufacturer when receiving safety certification by a third party.

The above-mentioned Integrity, AUTOSAR, TRON (registered trademark) Safe Kernel, QNX (registered trademark) OS for Safety complies with the safety manuals of other components corresponding to the ISO26262 standard. In addition, these RTOSs have their own component safety manuals. On the other hand, Android (registered trademark) and AGL (Automotive Grade Linux (registered trademark)) do not comply with the safety manuals of other components that comply with the ISO26262 standard, and also have their own component safety manuals. not.

In the present embodiment, the first information presenting device 10 which is an ADAS device and the second information presenting device 20 which is an infotainment device are separated, and the first information presenting device 10 uses an RTOS compliant with the ISO26262 standard. , The second information presenting apparatus 20 uses a general-purpose HLOS. This has realized efficient development.

On the other hand, when the first information presenting device 10 which is an ADAS device and the second information presenting device 20 which is an infotainment device are operated by a single control circuit, the OS requiring safety certification and rich contents are used. It will be necessary to mix OSs that require advanced processing. In that case, the developer needs a huge amount of development man-hours to receive safety certification based on SEooC and at the same time to guarantee that there is no adverse effect from other mixed systems. On the other hand, by separating the two, efficient development becomes possible.

3 (a)-(b) are image diagrams schematically showing an architecture when an HLOS is used and an architecture when an embedded RTOS is used. In the architecture when HLOS shown in FIG. 3A is used, basically all the hardware is under the control of the OS, and drivers for using the hardware (for example, a base driver, a class driver, and a filter driver) are used. ) Is provided. In addition, middleware is prepared, and multiple applications (including the user interface) run on the middleware. Here, the HLOS hardware shown in FIG. 3A corresponds to the CPU 211 in the second control circuit 21.

On the other hand, in the architecture when the embedded RTOS shown in FIG. 3B is used, the OS is under the control of only the minimum necessary hardware, and its functions are also kept to the minimum necessary. The driver is provided only for the hardware under OS control. Middleware is optional and optional. In the embedded RTOS, the hardware can be controlled directly from the application. When the middleware is omitted or when the hardware is controlled directly from the application, the number of layers is smaller than that of HLOS. Here, the embedded RTOS hardware shown in FIG. 3B corresponds to the main CPU 111 and the sub CPU 112 in the first control circuit 11.

Return to FIG. The first control circuit 11 and the vehicle-mounted network 70 are connected by at least two signal harnesses 72 (two systems, the first signal harness 72a and the second signal harness 72b in FIG. 2). The first control circuit 11 and the first display circuit 12 are connected by wiring of at least two systems. A selector is provided in the first display circuit 12, and the selector switches to another wiring when an abnormality is detected in the wiring in use. Similarly, the first control circuit 11 and the first speaker 13 are connected by wiring of two systems.

As described above, the first control circuit 11 and the first speaker 13 are connected by the wiring of two systems, and the second control circuit 21 and the second speaker 23 are connected by the wiring of one system. There is. However, the number of systems between the first control circuit 11 and the first speaker 13 and the number of systems between the second control circuit 21 and the second speaker 23 are not limited to 2 and 1. That is, the number of systems between the first control circuit 11 and the first speaker 13 may be larger than the number of systems between the second control circuit 21 and the second speaker 23. In such a relationship, the redundancy of the first speaker 13 in the connection system to the speaker can be regarded as higher than the redundancy of the second speaker 23.

As described above, since the redundancy of the first speaker 13 is higher than the redundancy of the second speaker 23 for the connection system, even if the wiring of one system of the first speaker 13 is disconnected, the wiring of the remaining system is used. By utilizing the first speaker 13, the first speaker 13 can continue to operate. That is, it can be said that the redundancy of the first speaker 13 is higher than the redundancy of the second speaker 23 for the connection system, that the resistance of the first speaker 13 is higher than the resistance of the second speaker 23 for the failure related to the connection system.

FIG. 4 is a diagram showing configuration example 2 of the first information presenting device 10 and the second information presenting device 20 of FIG. Configuration example 2 is an example in which the first control circuit 11 and the automatic operation controller 50 are directly connected by a dedicated signal harness 73. Also in this case, the first control circuit 11 and the automatic operation controller 50 are connected by at least two system signal harnesses 73 (in FIG. 4, two systems, the first signal harness 73a and the second signal harness 73b).

FIG. 5 is a diagram for explaining a power supply path of the first information presenting device 10 and the second information presenting device 20 of FIG. In FIG. 5, the signal harness is omitted for simplification. The vehicle 1 includes a first power supply unit E1 including a first secondary battery, a first fuse box FB1, and a second fuse box FB2. The first power supply unit E1 is a main power source for supplying power to auxiliary equipment and accessory devices in the vehicle 1, and usually includes a lead battery having a 12V output as the first secondary battery.

The first power supply unit E1 and the second fuse box FB2 are connected via the second switch SW2. The second fuse box FB2 branches a single power supply path from the first power supply unit E1 into a plurality of power supply paths. An accessory device is connected to the tip of each of the plurality of branched power supply paths via the first fuse f21 to the nth fuse f2n. When a current exceeding a predetermined value flows through the wiring forming the power supply path, the fuse can be blown to protect the accessory device from overcurrent.

The first power supply unit E1 and the first fuse box FB1 are connected via the first switch SW1. The first fuse box FB1 branches a single power supply path from the first power supply unit E1 into a plurality of power supply paths. Auxiliary equipment is connected to the tip of each of the plurality of branched power supply paths via the first fuse f11 to the nth fuse f1n. When a current of a predetermined value or more flows through the wiring forming the power supply path, the fuse blows and the auxiliary machine can be protected from overcurrent.

The second switch SW2 is a switch linked to the on / off state of the accessory key, and the first switch SW1 is a switch linked to the on / off state of the ignition key. The second information presenting device 20 for infotainment is classified as an accessory device, and the first information presenting device 10 for automatic driving is classified as an auxiliary device.

The second control circuit 21 of the second information presenting device 20 is connected to the second fuse box FB2 via the power supply harness H21. That is, the second control circuit 21 is connected to the first power supply unit E1 via the power supply harness H21 and the first fuse f21 of the second fuse box FB2.

The first control circuit 11 of the first information presenting device 10 is connected to the first fuse box FB1 via the first power supply harness H11. That is, the first control circuit 11 is connected to the first power supply unit E1 via the first power supply harness H11 and the first fuse f11 of the first fuse box FB1.

The power supply path of the first information presenting device 10 is made redundant. In the example shown in FIG. 5, the first control circuit 11 of the first information presenting device 10 is further connected to another auxiliary machine 80 via the second power supply harness H12. The auxiliary machine 80 is connected to the first power supply unit E1 via the second fuse f12 of the first fuse box FB1. Therefore, the first control circuit 11 of the first information presenting device 10 provides a power supply path connected to the first power supply unit E1 via the second power supply harness H12, the auxiliary machine 80, and the second fuse f12 of the first fuse box FB1. Have. The first control circuit 11 may be connected to another auxiliary device via a power supply harness and may have another power supply path.

In the example shown in FIG. 5, the second display circuit 22 is directly connected to the second fuse box FB2 via the power supply harness H21, but the second fuse box FB2 is connected to the second fuse box FB2 via the second control circuit 21. It may be configured to be connected to. Similarly, the first display circuit 12 may be configured to be connected to the first fuse box FB1 via the first control circuit 11.

FIG. 6 is a diagram showing a configuration example of the power supply circuit 116 of FIG. The power supply circuit 116 includes a DC / DC converter 116a, a voltage detection unit 116b, and a third switch SW3. The DC / DC converter 116a is connected to the first power supply harness H21, steps down the power supply voltage Vb (generally 12V) supplied from the first power supply unit E1 and supplies it to the LSI included in the first control circuit 11. Generates a power supply voltage VDD (generally 3-5V). For example, a switching regulator can be used for the DC / DC converter 116a.

The second power supply harness H12 joins the first power supply harness H11 via the third switch SW3. The voltage detection unit 116b monitors the input voltage of the DC / DC converter 116a, and turns on the third switch SW3 when the input voltage falls below a predetermined threshold value. As a result, even if the voltage of the first power supply harness H11 drops due to disconnection or the like, the DC / DC converter 116a and the second power supply harness H12 can be made conductive to secure power supply to the DC / DC converter 116a. can.

FIG. 7 is a diagram showing a modified example of the power supply circuit 116. In FIGS. 5 and 6, an example of multiplexing the power supply path between the first power supply unit E1 and the first information presenting device 10 has been described, but instead of multiplexing, the first information presenting device 10 is the second secondary. A configuration in which a second power supply unit E2 including a battery is mounted is also conceivable. The second power supply unit E2 is a backup power source, and for example, a lithium ion battery or a nickel hydrogen battery can be used as the second secondary battery.

The power supply circuit 116 includes a DC / DC converter 116a, a second power supply unit E2, a battery management unit 116c, and a third switch SW3. The DC / DC converter 116a is connected to the first power supply harness H11, steps down the power supply voltage Vb (generally 12V) supplied from the first power supply unit E1 and supplies it to the LSI included in the first control circuit 11. Generates a power supply voltage VDD (generally 3-5V).

The positive electrode terminal of the second power supply unit E2 is connected to the first power supply harness H11 via the third switch SW3. The battery management unit 116c monitors the input voltage of the DC / DC converter 116a, and turns on the third switch SW3 when the input voltage falls below a predetermined threshold value. As a result, even if the voltage of the first power supply harness H11 drops due to disconnection or the like, the DC / DC converter 116a and the second power supply unit E2 are made conductive to supply power from the second power supply unit E2 to the DC / DC converter 116a. can do.

As described above, the power supply circuit 116 of the first control circuit 11 is connected to the first power supply harness H11 and the second power supply harness H12, and the power supply circuit 216 of the second control circuit 21 is connected to the power supply harness H21. Is connected. However, the number of power supply harnesses connected to the power supply circuit 116 and the number of power supply harnesses connected to the power supply circuit 216 are not limited to 2 and 1. That is, the number of power supply harnesses connected to the power supply circuit 116 may be larger than the number of power supply harnesses connected to the power supply circuit 216. Such a relationship can be regarded as the redundancy of the power supply circuit 116 for the power supply being higher than the redundancy of the power supply circuit 216.

As described above, since the redundancy of the power supply circuit 116 is higher than that of the power supply circuit 216 for the power supply, even if a failure is detected in the power supply, for example, even if at least a part of the first power supply harness H11 is broken. , The second power supply harness H12 can be used to continue supplying power to the power supply circuit 116. That is, it can be said that the redundancy of the power supply circuit 116 is higher than the redundancy of the power supply circuit 216 for the power supply, that is, the resistance of the power supply circuit 116 is higher than the resistance of the power supply circuit 216 for the failure related to the power supply.

Similarly, two of the first power supply harness H11 and the second power supply harness H12 are connected to the first display circuit 12, and one of the power supply harness H21 is connected to the second display circuit 22. However, the number of power supply harnesses connected to the first display circuit 12 and the number of power supply harnesses connected to the second display circuit 22 are not limited to 2 and 1. That is, the number of power supply harnesses connected to the first display circuit 12 may be larger than the number of power supply harnesses connected to the second display circuit 22. In such a relationship, the redundancy of the first display circuit 12 can be regarded as higher than the redundancy of the second display circuit 22 for the power supply.

As described above, when the redundancy of the first display circuit 12 is higher than the redundancy of the second display circuit 22 for the power supply, if a failure is detected for the power supply, for example, at least a part of the first power supply harness H11 is disconnected. Even in such a case, the second power supply harness H12 can be used to continue supplying power to the first display circuit 12. That is, the redundancy of the first display circuit 12 is higher than the redundancy of the second display circuit 22 for the power supply, that is, the resistance of the first display circuit 12 is higher than the resistance of the second display circuit 22 for the failure related to the power supply. I can say.

Further, the battery management unit 116c monitors the voltage of the second power supply unit E2, and when the voltage of the second power supply unit E2 falls below a predetermined value, the third switch SW3 is turned on to charge the second power supply unit E2. When the voltage of the second power supply unit E2 reaches a predetermined value, the third switch SW3 is turned off to end the charging of the second power supply unit E2. The multiplexing of the power supply path shown in FIGS. 5 and 6 and the mounting of the backup power supply shown in FIG. 7 may be used in combination.

8 (a) and 8 (b) are diagrams showing an arrangement example of the first information presenting device 10 and the second information presenting device 20 in the vehicle 1. FIG. 8A is a schematic view of the vehicle 1 from above, and FIG. 8B is a schematic view of the vicinity of the driver's seat in the vehicle 1. The vehicle 1 shown in FIGS. 8A and 8B is a vehicle having a 4-seat specification, and the steering wheel 31 is installed on the right side. The driver sits on the driver's seat S1 on the right front side and drives the vehicle 1. When the steering wheel 31 is installed on the left side, the driver sits on the left front seat and drives the vehicle 1.

The second information presentation device 20 is installed at the center on the dashboard. The first information presenting device 10 is installed in the instrument panel or in the vicinity of the instrument panel. The scale of the system of the first information presenting apparatus 10 is smaller than the scale of the system of the second information presenting apparatus 20, and the shape / size of the first information presenting apparatus 10 is designed to be smaller than the shape / size of the second information presenting apparatus 20. To. In particular, the shape / size of the first display circuit 12 is designed to be smaller than the shape / size of the second display circuit 22.

The instrument panel is arranged so as to face the driver's seat S1. Therefore, the first information presenting device 10 is arranged closer to the driver's seat S1 than the second information presenting device 20. The driver can visually recognize the first display circuit 12 of the first information presenting device 10 with a slight movement of the line of sight from the normal line-of-sight position looking ahead. That is, the first display circuit 12 can be visually recognized with the same line-of-sight movement as when looking at the speedometer or tachometer. In this respect, the line-of-sight movement becomes larger when looking at the second display circuit 22 of the second information presenting device 20.

FIG. 9 is a diagram showing a configuration example 1 of the instrument panel B1. The instrument panel B1 includes a tachometer M1 and a speedometer M2. In FIG. 9, other meters are omitted in order to simplify the drawing. The first information presenting device 10 is installed on the back side of the instrument panel B1, and the first display circuit 12 and the first speaker 13 are exposed on the surface. In FIG. 9, the first display circuit 12 is arranged on the right side of the tachometer M1 and the speedometer M2, but may be arranged on the left side. Further, it may be arranged between the tachometer M1 and the speedometer M2.

For example, a pictogram image I1 showing the behavior of the vehicle 1 is displayed on the first display circuit 12. In the example shown in FIG. 9, the pictogram I1 showing the right curve is displayed. For example, a voice message indicating the behavior of the vehicle 1 is transmitted from the first speaker 13. For example, a voice message such as "Turn right" is notified.

FIG. 10 is a diagram showing a configuration example 2 of the instrument panel B1. Configuration example 2 is an example in which the first display circuit 12 is configured by a plurality of tell tail lamps L1 to L8. In Configuration Example 2, a liquid crystal panel or an organic EL panel is unnecessary, and LEDs corresponding to the number of teller tail lamps L1 to L8 are used. A plurality of teller tail lamps L1 to L8 are arranged between the tachometer M1 and the speedometer M2.

In the example shown in FIG. 10, the first lamp L1 changes the left curve, the second lamp L2 accelerates, the third lamp L3 decelerates, the fourth lamp L4 changes the right curve, and the fifth lamp L5 changes the left lane. , 6th lamp L6 is an overtaking, 7th lamp L7 is an emergency stop, and 8th lamp L8 is a teller lamp indicating a right lane change. In FIG. 10, existing tell tail lamps such as seat belts, door openings, and airbags are omitted in order to simplify the drawings.

The first control circuit 11 passes a current through a lamp indicating the corresponding action based on the action information of the vehicle 1 supplied from the automatic driving controller 50, and turns on the corresponding lamp. In the configuration example 2, it is not necessary to mount the image processing engine 113 on the first control circuit 11, and it is possible to construct a robust display system at low cost. It is also possible to integrate the existing teltail lamp control circuit with the new teltail lamp control circuit related to autonomous driving.

In Configuration Example 1, an example in which a voice message is notified from the first speaker 13 has been described, but in Configuration Example 2, a beep sound corresponding to the notification content may be notified from the first speaker 13. In this case, it is not necessary to mount the audio DSP 114 on the first control circuit 11, and it is possible to construct a robust audio system at low cost.

As described above, according to the present embodiment, it is possible to realize an interface for notifying passengers such as a driver from the automatic driving controller 50 at low cost while complying with functional safety standards. The system of infotainment equipment has become large due to the enrichment of content, and it is difficult for infotainment equipment to comply with functional safety standards. Significant cost increases must be tolerated when attempting to comply with functional safety standards for infotainment equipment.

On the other hand, by separately providing the first information presenting device 10 for automatic driving with narrowed down functions from the second information presenting device 20 for infotainment, the passengers who comply with the functional safety standards are notified. Equipment can be built at low cost.

The present invention has been described above based on the embodiments. It is understood by those skilled in the art that the embodiments are exemplary and that various modifications are possible for each of these components and combinations of processing processes, and that such modifications are also within the scope of the present invention. ..

In the above-described embodiment, the configuration in which the first information presenting device 10 includes both the first display circuit 12 and the first speaker 13 has been described, but a configuration including only one of them is also possible. Further, in the examples shown in FIGS. 9 and 10, an example in which the first information presenting device 10 is installed on the instrument panel B1 has been described, but if the position is easy for the driver to see, it may be installed in a place other than the instrument panel B1. good. For example, it may be installed on the pad portion of the steering wheel. Further, the first display circuit 12 may be configured by HUD (Head Up Display). Further, in the example shown in FIG. 9, an example in which the first display circuit 12 and the first speaker 13 are installed on the instrument panel B1 has been described, but the present invention is not limited to this, and these are installed in places other than the instrument panel B1 respectively. You may. Further, in the example shown in FIG. 10, the first speaker 13, the first lamp L1, the second lamp L2, the third lamp L3, the fourth lamp L4, the fifth lamp L5, the sixth lamp L6, and the seventh lamp L7, And the example in which the eighth lamp L8 is installed in the instrument panel B1 has been described, but the present invention is not limited to this, and these may be installed in places other than the instrument panel B1 respectively.

In the above-described embodiment, an example in which the first display circuit 12 and the first speaker 13 of the first information presentation device 10 are configured by one control circuit 11 has been described, but the control circuit for controlling the first display circuit 12 and the control circuit 12 have been described. , A control circuit for controlling the first speaker 13 may be provided separately. Similarly, an example in which the second display circuit 22 and the second speaker 23 of the second information presenting device 20 are configured by one control circuit 21 has been described, but the control circuit for controlling the second display circuit 22 and the second speaker 23 have been described. A control circuit for controlling the above may be provided separately.

The embodiment may be specified by the following items.

[Item 1]
A seat (S1) where the driver can sit and
An electrically controllable power unit (41) and
An electrically controllable steering unit (42) and
An electrically controllable braking unit (43) and
The first display circuit (12) arranged so that the driver can see it,
The second display circuit (22) arranged so that the driver can see it,
The first control circuit (11) connected to the first display circuit (12) and
A second control circuit (21) connected to the second display circuit (22) is provided.
A vehicle (1) capable of autonomous traveling by electrically controlling the power unit (41), the steering unit (42), and the braking unit (43).
The first display circuit (12) can display at least information related to the autonomous driving.
The second display circuit (22) can display at least information other than the information related to the autonomous driving.
The first control circuit (11) operates in the first operating system.
The second control circuit (21) operates in a second operating system, which is larger than the first operating system.
The first display circuit (12) has a first redundancy.
The second display circuit (22) has a second redundancy lower than the first redundancy.
Vehicle (1).
In item 1, by separately developing the first display circuit (12) and the second display circuit (22), the interface of the display system in the vehicle (1) can be realized at low cost while satisfying functional safety. can do.
[Item 2]
The vehicle (1) according to item 1.
The first operating system is a real-time operating system.
The second operating system is a non-real-time operating system.
Vehicle (1).
In item 2, by operating the first control circuit (11) in a real-time operating system, the probability that the operation of the first control circuit (11) will stop can be reduced.
[Item 3]
The vehicle (1) according to item 1 or item 2.
The first operating system comprises a first number of layers.
The second operating system comprises a second number of layers that is greater than the number of first layers.
Vehicle (1).
In item 3, the real-time performance of the processing of the first control circuit (11) can be improved.
[Item 4]
The vehicle (1) according to any one of items 1 to 3.
The first operating system complies with the functional safety standards corresponding to ISO 26262.
Vehicle (1).
In item 4, the functional safety of the first control circuit (11) can be satisfied.
[Item 5]
The vehicle (1) according to item 4,
The second operating system does not comply with the functional safety standards corresponding to ISO 26262.
Vehicle (1).
In item 5, the second control circuit (21) can be developed at low cost.
[Item 6]
The vehicle (1) according to any one of items 1 to 5.
Further, it is provided with a power supply unit (E1) having a secondary battery.
The first display circuit (12) is connected to the power supply unit (E1) by a path having a first number of systems.
The second display circuit (22) is connected to the power supply unit (E1) by a path having a second system number smaller than the first system number.
Vehicle (1).
The first number of lines may be two.
The number of the second system may be 1.
In item 6, by making the power supply path of the first display circuit (12) redundant, the probability that the display of the first display circuit (12) is stopped can be reduced.
[Item 7]
The vehicle (1) according to any one of items 1 to 5.
Further, a first power supply unit (E1) having a first secondary battery and
A second power supply unit (E2) having a second secondary battery is provided.
The first display circuit (12) is connected to the first power supply unit (E1) and the second power supply unit (E2).
The second display circuit (22) is connected to the first power supply unit (E1) and is not connected to the second power supply unit (E2).
Vehicle (1).
In item 7, by providing the second power supply unit (E2) for backup, the probability that the display of the first display circuit 12) is stopped can be reduced.
[Item 8]
The vehicle (1) according to item 7.
The capacity of the first secondary battery is larger than the capacity of the second secondary battery.
Vehicle (1).
In item 8, the backup power supply of the first display circuit (12) can be configured at low cost.
[Item 9]
The vehicle (1) according to any one of items 1 to 8.
The video signal to the first display circuit (12) is connected by a path of a third system number, and is connected.
The video signal to the second display circuit (22) is connected by a path having a fourth system number smaller than the third system number.
Vehicle (1).
The number of the third system may be 2.
The number of the fourth system may be 1.
In item 9, the probability that the video signal to the first display circuit (12) is interrupted can be reduced.
[Item 10]
The vehicle (1) according to any one of items 1 to 9.
The information related to the autonomous traveling is information related to the behavior of the vehicle (1).
Vehicle (1).
The behavior of the vehicle (1) may include running, turning, and stopping.
In item 10, information indicating the behavior of the vehicle (1) can be displayed on the first display circuit (12) in which functional safety is ensured.
[Item 11]
The vehicle (1) according to any one of items 1 to 10.
The information related to the autonomous driving is information for recommending the driver to switch to the driving led by the driver.
Vehicle (1).
"Recommendation" is a concept that also includes strongly recommending (ie, demanding).
In item 11, the first display circuit (12), in which functional safety is ensured, can display information for recommending switching to driver-led operation.
[Item 12]
The vehicle (1) according to any one of items 1 to 11.
The second display circuit (22) can display at least a map.
Vehicle (1).
In item 12, by displaying rich contents such as a map on the second display circuit (22), the second display circuit (22) which does not correspond to functional safety and the first display circuit which corresponds to functional safety (12) can be appropriately used.
[Item 13]
The vehicle (1) according to item 12,
The second display circuit (22) can display at least a map and information related to the autonomous driving.
Vehicle (1).
In item 13, the information related to the autonomous driving can be displayed not only on the first display circuit (12) but also on the second display circuit (22), so that the information related to the autonomous driving can be displayed redundantly. It can enhance the sex.
[Item 14]
The vehicle (1) according to any one of items 1 to 13.
Further, with the first speaker (13),
With a second speaker (23)
The first speaker (13) can notify information related to the autonomous driving, and can notify the information.
The second speaker (23) can notify information other than the information related to the autonomous traveling.
The first speaker (13) has a third redundancy.
The second speaker (23) has a fourth redundancy lower than the third redundancy.
Vehicle (1).
In item 14, by separately developing the first speaker (13) and the second speaker (23), the audio interface in the vehicle (1) can be realized at low cost while satisfying functional safety. Can be done.
[Item 15]
The vehicle (1) according to item 14,
Further, with the third control circuit (11) connected to the first speaker (13),
The fourth control circuit (21) connected to the second speaker (23) and
A power supply unit (E1) having a secondary battery is provided.
The third control circuit (11) is connected to the power supply unit (E1) by a path of at least two systems.
The fourth control circuit (21) is connected to the power supply unit (E1) by a path of one system.
Vehicle (1).
In item 15, by making the power supply path of the third control circuit (11) redundant, the probability that the audio output of the third control circuit (11) and the first speaker (13) is stopped can be reduced.
[Item 16]
The vehicle (1) according to item 14 or item 15.
The audio signal to the first speaker (13) is connected by a path of a fourth system number, and is connected.
The audio signal to the second speaker (23) is connected by a fifth system number smaller than the fourth system number.
Vehicle (1).
In item 16, the probability that the audio signal to the first speaker (13) is interrupted can be reduced.
[Item 17]
The vehicle (1) according to any one of items 1 to 16.
The first display circuit (12) is arranged closer to the seat (S1) than the second display circuit (22).
Vehicle (1).
In item 17, the first display circuit (12) can be made easier for the driver to see than the second display circuit (11).
[Item 18]
The vehicle (1) according to any one of items 1 to 17.
Further equipped with at least one meter (M1, M2) arranged to face the seat (S1).
The first display circuit (12) is arranged adjacent to the at least one meter (M1, M2).
Vehicle (1).
"Adjacent" may mean that it is located in a region separated by the length of the diameter of one meter from the end of one meter on the same surface.
In item 18, by arranging the first display circuit (12) in the vicinity of the meters (M1, M2), the first display circuit (12) can be easily seen by the driver.
[Item 19]
The vehicle (1) according to any one of items 1 to 18.
Further equipped with at least two meters (M1, M2) arranged facing the seat (S1).
The first display circuit (12) is arranged between the two meters (M1, M2).
Vehicle (1).
In item 19, by arranging the first display circuit (12) between the two meters (M1 and M2), the first display circuit (12) can be easily seen by the driver.
[Item 20]
The vehicle (1) according to any one of items 1 to 19.
The first display circuit (12) has a first shape and has a first shape.
The second display circuit (22) has a second shape and has a second shape.
The first shape is smaller than the second shape.
Vehicle (1).
In item 20, by making the first display circuit (12) smaller than the second display circuit (22), the manufacturing cost of the first display unit (12) can be reduced.

1 Vehicle, S1 Driver's seat, 30 Driving operation unit, 30a Operation ECU, 31 Steering wheel, 41 Power unit, 41a Power system ECU, 42 Steering unit, 42a Steering system ECU, 43 Braking unit, 43a Braking system ECU, 50 Automatic Operation controller, 61 Imaging unit, 62 Sensor unit, 63 Wireless communication unit, 70 In-vehicle network, 10 1st information presentation device, 11 1st control circuit, 12 1st display circuit, 13 1st speaker, 20 2nd information presentation device , 21 2nd control circuit, 22 2nd display circuit, 23 2nd speaker, 111 main CPU, 112 sub CPU, 113 image processing engine, 114 audio DSP, 115 communication processing controller, 116 power supply circuit, 211 CPU, 213 image processing Engine, 214 Audio DSP, 215 Communication processing controller, 216 power supply circuit, E1 1st power supply unit, E2 2nd power supply unit, 72 signal harness, 72a 1st signal harness, 72b 2nd signal harness, 73a 1st signal harness, 73b 2nd signal harness, H21 power supply harness, H11 1st power supply harness, H12 2nd power supply harness, FB1 1st fuse box, FB2 2nd fuse box, 80 auxiliary equipment, 116a DC / DC converter, 116b voltage detector, 116c battery Management unit, SW1 1st switch, SW2 2nd switch, SW3 3rd switch, B1 instrument panel, M1 tacometer, M2 speed meter, I1 image.

Claims (19)

Seats that drivers can sit in and
An electrically controllable power unit and
An electrically controllable steering unit and
An electrically controllable braking unit and
The first information presentation device and
Equipped with a second information presentation device
The first information presenting device includes a first display unit that is visibly arranged by the driver.
Including the first control unit connected to the first display unit
The second information presenting device includes a second display unit that is visibly arranged by the driver.
Including a second control unit connected to the second display unit
A vehicle capable of autonomous traveling by electrically controlling the power unit, the steering unit, and the braking unit.
The first information presenting device, the second information presenting device, the power unit, the steering unit, and the braking unit are connected to a predetermined network mounted on the vehicle.
The first display unit can display at least information related to the autonomous driving.
The second display unit can display at least information other than the information related to the autonomous driving.
The first control unit operates in the first operating system and
The second control unit operates in the second operating system and
The scale of the system of the first information presenting device is smaller than the scale of the system of the second information presenting device.
vehicle. The vehicle according to claim 1.
The first operating system is a real-time operating system.
The second operating system is a non-real-time operating system.
vehicle. The vehicle according to claim 1 or 2.
The first operating system comprises a first number of layers.
The second operating system comprises a second number of layers that is greater than the number of first layers.
vehicle. The vehicle according to any one of claims 1 to 3.
The first operating system complies with the functional safety standards corresponding to ISO 26262.
vehicle. The vehicle according to claim 4.
The second operating system does not comply with the functional safety standards corresponding to ISO 26262.
vehicle. The vehicle according to any one of claims 1 to 5.
Further, a power supply unit having a secondary battery is provided.
vehicle. The vehicle according to any one of claims 1 to 5.
Further, a first power supply unit having a first secondary battery and
A second power supply unit having a second secondary battery, and
The first display unit is connected to the first power supply unit and the second power supply unit.
The second display unit is connected to the first power supply unit and is not connected to the second power supply unit.
vehicle. The vehicle according to claim 7.
The capacity of the first secondary battery is larger than the capacity of the second secondary battery.
vehicle. The vehicle according to any one of claims 1 to 8 .
The information related to the autonomous driving is information related to the behavior of the vehicle.
vehicle. The vehicle according to any one of claims 1 to 9 .
The information related to the autonomous driving is information for recommending the driver to switch to the driving led by the driver.
vehicle. The vehicle according to any one of claims 1 to 10.
The second display unit can display at least a map.
vehicle. The vehicle according to claim 11.
The second display unit can display at least a map and information related to the autonomous driving.
vehicle. The vehicle according to any one of claims 1 to 12 .
Furthermore, with the first speaker,
Equipped with a second speaker
The first speaker can notify information related to the autonomous driving, and can notify the information.
The second speaker can notify information other than the information related to the autonomous traveling .
vehicle. The vehicle according to claim 13 .
Further, a third control unit connected to the first speaker and
The fourth control unit connected to the second speaker and
A power supply unit having a secondary battery ,
vehicle. The vehicle according to any one of claims 1 to 14.
The first display unit is arranged closer to the seat than the second display unit .
vehicle. The vehicle according to any one of claims 1 to 15 .
Further equipped with at least one meter located opposite the seat.
The first display unit is arranged adjacent to the at least one meter.
vehicle. The vehicle according to any one of claims 1 to 15 .
Further equipped with at least two meters arranged facing the seat,
The first display unit is arranged between the two meters.
vehicle. The vehicle according to any one of claims 1 to 17 .
The first display unit has a first shape and has a first shape.
The second display unit has a second shape and has a second shape.
The first shape is smaller than the second shape.
vehicle. It is an information presentation system provided for vehicles capable of autonomous driving.
A first information presenting device including a first display unit arranged in the vehicle so that the driver of the vehicle can see it, and a first control unit connected to the first display unit.
A second information presenting device including a second display unit arranged in the vehicle so as to be visible to the driver and a second control unit connected to the second display unit is provided.
The first information presenting device, the second information presenting device, the power unit in the vehicle, the steering unit in the vehicle, and the braking unit in the vehicle are connected to a predetermined network mounted on the vehicle. Has been
The first display unit can display at least information related to the autonomous driving.
The second display unit can display at least information other than the information related to the autonomous driving.
The first control unit operates in the first operating system and
The second control unit operates in the second operating system and
The scale of the system of the first information presenting device is smaller than the scale of the system of the second information presenting device.
Information presentation system.

Images