WO2022030317A1 - Vehicular display device and vehicular display method - Google Patents

Abstract

This vehicular display device comprises: a head-up display (110) and a meta-display (120) for displaying traveling information on a vehicle; and a HCU (160) which when an automatic driving function of the vehicle is activated and a surrounding monitoring obligation of a driver is nullified, switches contents to be displayed to the driver on each of the displays (110, 120) according to the traveling state of the vehicle. For example, the HCU (160) switches the display contents on each of the displays (110, 120) between cases in which the period in which the surrounding monitoring obligation has been nullified is smaller or greater than a predetermined period that has been determined in advance.

Description

Vehicle display device and vehicle display method Cross-reference of related applications

This application is based on Patent Application No. 2020-134988 filed in Japan on August 7, 2020, and Patent Application No. 2021-030066 filed in Japan on February 26, 2021. The content of the basic application is incorporated by reference as a whole.

The present disclosure relates to a vehicle display device used for a vehicle having an automatic driving function and a vehicle display method.

As a display device for a vehicle, for example, the one described in Patent Document 1 is known. The display device of Patent Document 1 is mounted on a vehicle having an automatic driving function, and includes a pointer-type display unit. In the case of automatic operation, the index area in the pointer type display unit is limited to the vicinity of the pointer as compared with the case of manual operation. This makes it possible to recognize the state of the vehicle during automatic driving, but simplifies the parts that do not need to be visually recognized, and suppresses unnecessary gaze to improve the visibility of the display.

Japanese Unexamined Patent Publication No. 2018-24349

However, the vehicle display device of Patent Document 1 is merely a device in which the index area of the pointer-type display unit is simply displayed during automatic driving.

For example, at the automatic driving level 3, the driver does not need to be obliged to monitor the surroundings, but it is necessary to prepare for switching from the automatic driving state to the manual driving state by the driver himself / herself at any time. Therefore, at the time of automatic driving, it is desired that the driver be presented with information according to the driving state such as the speed of the vehicle, the length of the section in which automatic driving is possible, and the situation of other vehicles around.

In view of the above problems, an object of the present disclosure is to provide a vehicle display device and a vehicle display method that can present useful information to a driver in a timely manner during automatic driving.

The vehicle display device of the present disclosure is
A display unit that displays vehicle driving information and
It is provided with a control unit that switches the content to be displayed to the driver on the display unit according to the driving state of the vehicle when the automatic driving function of the vehicle is exerted and the driver's peripheral monitoring obligation is removed.

According to this disclosure, the control unit switches the content of the display unit to be displayed to the driver according to the running state of the vehicle, so that useful information can be presented to the driver in a timely manner.

The vehicle display device of the second disclosure is
A display unit that displays vehicle driving information and
It is equipped with a control unit that controls the display on the display unit.
The automatic driving function of the vehicle includes the first automatic driving state of automatic driving level 2 or lower with manual or peripheral monitoring obligation and the second automatic driving state of automatic driving level 3 or higher without peripheral monitoring obligation.
The control unit switches the content to be displayed to the driver in the display unit according to the transition pattern between the first automatic driving state and the second automatic driving state, or according to the running state in the second automatic driving state.

According to this disclosure, the control unit displays the content of the display unit to be displayed to the driver according to the transition pattern between the first automatic driving state and the second automatic driving state, or travels in the second automatic driving state. Since the switching is performed according to the state, useful information can be presented to the driver in a timely manner.

The third disclosed vehicle display method is
When the automatic driving function of the vehicle is exerted and the driver's peripheral monitoring obligation is removed, the content to be displayed to the driver in the display unit displaying the driving information of the vehicle is switched according to the driving state of the vehicle. Thereby, the same effect as that of the first disclosure can be obtained.

The fourth disclosed vehicle display method is
Depending on the transition pattern between the first automatic driving state of automatic driving level 2 or less with manual or peripheral monitoring obligation and the second automatic driving state of automatic driving level 3 or higher without peripheral monitoring obligation, or the second automatic The content to be displayed to the driver in the display unit that displays the driving information of the vehicle is switched according to the driving state in the driving state. Thereby, the same effect as the second disclosure can be obtained.

It is a block diagram which shows the whole structure of the display device for a vehicle. It is a flowchart (first half) which shows the procedure of the display control which carries out the HCU 160 of 1st Embodiment. It is a flowchart (the latter half) which shows the procedure of the display control which carries out the HCU 160 of 1st Embodiment. It is explanatory drawing which shows the basic display state. It is explanatory drawing which shows the display state in step S110. It is explanatory drawing which shows the display state (the handle is released) in step S130. It is explanatory drawing which shows the display state (monitoring unnecessary) in step S130. It is explanatory drawing which shows the display state in step S140. It is explanatory drawing which shows the display state in steps S160 and S170. It is explanatory drawing which shows the display state in step S180. It is explanatory drawing which shows the display state in step S200. It is explanatory drawing which shows the display state in step S220. It is explanatory drawing which shows the display state in steps S240, S250. It is explanatory drawing which shows the display state in step S270. It is explanatory drawing which shows the display state (holding a handle) in step S290. It is explanatory drawing which shows the display state (facing forward) in step S290. It is explanatory drawing which shows the display state in step S310. It is explanatory drawing which shows the display state in step S320. It is a graph which shows an example of the display part brightness change of the modification of 1st Embodiment. It is a graph which shows the other example of the display part brightness change of the modification of 1st Embodiment. It is explanatory drawing which shows the display state at the time of the override of the modification of 1st Embodiment. It is explanatory drawing which shows the CID 130 which has the plurality of screens of the modification of 1st Embodiment. It is a graph which shows the relationship between the elapsed time in a traffic jam running in 2nd Embodiment, and a vehicle speed. It is explanatory drawing which shows the display content of 2nd Embodiment. It is a graph which shows various patterns at the time of a re-congestion. It is a graph which shows various patterns at the time of a re-congestion. It is explanatory drawing which shows the display content in the modification of 2nd Embodiment. It is explanatory drawing which shows the display content of 3rd Embodiment. It is explanatory drawing which shows the display content of 3rd Embodiment. It is explanatory drawing which shows the display content of 5th Embodiment. It is explanatory drawing which shows the display content in 6th Embodiment. It is explanatory drawing which shows the display content in 6th Embodiment. It is explanatory drawing which shows the display content in 7th Embodiment. It is explanatory drawing which shows the display content in 8th Embodiment. It is explanatory drawing which shows the display content in 9th Embodiment. It is explanatory drawing which shows the display content in 11th Embodiment. It is explanatory drawing which shows the display content in 11th Embodiment.

Hereinafter, a plurality of forms for carrying out the present disclosure will be described with reference to the drawings. In each form, the same reference numerals may be given to the parts corresponding to the matters described in the preceding forms, and duplicate explanations may be omitted. When only a part of the configuration is described in each form, other forms described above can be applied to the other parts of the configuration. Not only the combinations of the parts that clearly indicate that they can be combined in each embodiment, but also the parts of the embodiments that are not explicitly combined if there is no problem in the combination. It is also possible.

(First Embodiment)
The vehicle display device 100 of the first embodiment will be described with reference to FIGS. 1 to 18. The vehicle display device 100 of the first embodiment is mounted (applied) to a vehicle having an automatic driving function. Hereinafter, the vehicle display device 100 will be referred to as a display device 100.

As shown in FIG. 1, the display device 100 includes an HCU (Human Machine Interface Control Unit) 160. The display device 100 displays vehicle traveling information such as vehicle speed, engine speed, transmission shift position, and navigation information by a navigation system (here, locator 30) on a display unit (a plurality of display devices described later). Is displayed. Further, the display device 100 displays the content (information) to be displayed to the driver on the display unit according to the traveling state of the vehicle when the automatic driving function is exhibited.

The display device 100 communicates with the DSM (Driver Status Monitor) 20, the locator 30, the peripheral monitoring sensor 40, the in-vehicle communication device 50, the first automatic driving ECU 60, the second automatic driving ECU 70, and the vehicle control ECU 80 mounted on the vehicle. It is connected via a bus 90 or the like.

The DSM 20 has a configuration including a near-infrared light source, a near-infrared camera, and a control unit for controlling them. The DSM 20 is installed in a posture in which the near-infrared camera is directed toward the headrest portion of the driver's seat, for example, on the upper surface of the steering column portion, the upper surface of the instrument panel, or the like. The DSM 20 uses a near-infrared camera to photograph the head of the driver irradiated with near-infrared light by a near-infrared light source. The image captured by the near-infrared camera is image-analyzed by the control unit. The control unit extracts information such as the position of the driver's eye point and the direction of the line of sight from the captured image, and provides the extracted driver status information (looking aside, dozing, illness, etc.) to the HCU 160 and the like via the communication bus 90. .. The DSM 20 corresponds to the line-of-sight detection unit of the present disclosure.

The locator 30 forms a navigation system, and generates own vehicle position information and the like by compound positioning that combines a plurality of acquired information. The locator 30 includes a GNSS (Global Navigation Satellite System) receiver 31, an inertial sensor 32, a map database (hereinafter, “map DB”) 33, a locator ECU 34, and the like.

The GNSS receiver 31 receives positioning signals from a plurality of positioning satellites.

The inertial sensor 32 is a sensor that detects the inertial force acting on the vehicle. The inertial sensor 32 includes, for example, a gyro sensor and an acceleration sensor.

The map DB 33 is a non-volatile memory and stores map data such as link data, node data, road shape, and structures. The map data may be a three-dimensional map composed of point clouds of road shapes and feature points of structures. The three-dimensional map may be generated by REM (Road Experience Management) based on the captured image. Further, the map data may include traffic regulation information, road construction information, meteorological information, signal information and the like. The map data stored in the map DB 33 is updated periodically or at any time based on the latest information received by the in-vehicle communication device 50 described later.

The locator ECU 34 has a configuration mainly including a microcomputer provided with a processor, a memory, an input / output interface, a bus connecting these, and the like. The locator ECU 34 sequentially positions the position of the vehicle (hereinafter referred to as the own vehicle position) by combining the positioning signal received by the GNSS receiver 31, the measurement result of the inertial sensor 32, and the map data of the map DB 33.

The position of the own vehicle may be, for example, configured to be represented by the coordinates of latitude and longitude. For the positioning of the own vehicle position, the mileage obtained from the signals sequentially output from the vehicle-mounted sensor 81 (vehicle speed sensor or the like) mounted on the vehicle may be used. When a three-dimensional map consisting of a road shape and a point cloud of feature points of a structure is used as map data, the locator ECU 34 detects the three-dimensional map and the peripheral monitoring sensor 40 without using the GNSS receiver 31. The position and the running speed (running state) of the own vehicle may be specified by using the result.

The peripheral monitoring sensor 40 is an autonomous sensor that monitors the surrounding environment of the vehicle. The peripheral monitoring sensor 40 can be used to detect moving objects such as pedestrians, cyclists, non-human animals, and other vehicles 12 from the detection range around the vehicle, as well as falling objects, guardrails, curbs, road markings, and medians on the road. , Road markings such as median strips, and stationary objects such as roadside structures can be detected. The peripheral monitoring sensor 40 provides the detection information of detecting an object around the vehicle to the first automatic driving ECU 60, the second automatic driving ECU 70, and the like through the communication bus 90. The peripheral monitoring sensor 40 has, for example, a front camera 41 and a millimeter wave radar 42 as a detection configuration for object detection.

The front camera 41 outputs at least one of the image pickup data obtained by photographing the front range of the vehicle and the analysis result of the image pickup data as detection information.

For example, a plurality of millimeter wave radars 42 are arranged at intervals between the front and rear bumpers of the vehicle. The millimeter wave radar 42 irradiates a millimeter wave or a quasi-millimeter wave toward the front range, the front side range, the rear range, the rear side range, and the like of the vehicle. The millimeter wave radar 42 generates detection information by a process of receiving reflected waves reflected by a moving object, a stationary object, or the like. The peripheral monitoring sensor 40 includes other detection configurations such as LiDAR (Light Detection and Ringing / Laser Imaging Detection and Ringing) that detects a point cloud of feature points of a feature, and sonar that receives reflected waves of ultrasonic waves. It may be.

The in-vehicle communication device 50 is a communication module mounted on a vehicle. The in-vehicle communication device 50 has at least a V2N (Vehicle to cellular Network) communication function in line with communication standards such as LTE (Long Term Evolution) and 5G, and has radio waves with base stations and the like around the vehicle. To send and receive. The in-vehicle communication device 50 may further have functions such as road-to-vehicle (Vehicle to roadside Infrastructure, hereinafter “V2I”) communication and vehicle-to-vehicle (Vehicle to Vehicle, hereinafter “V2V”) communication. The in-vehicle communication device 50 enables cooperation (Cloud to Car) between the cloud and the in-vehicle system by V2N communication. By installing the in-vehicle communication device 50, the vehicle becomes a connected car that can be connected to the Internet.

The in-vehicle communication device 50 acquires road traffic information such as traffic congestion status and traffic regulation on the road from FM multiplex broadcasting and a beacon provided on the road by using, for example, VICS (Vehicle information and communication System registered trademark). do. In VICS, for example, a determination speed is set in advance for each of various roads (general roads, expressways, etc.), and when the vehicle speed of a traveling vehicle on various roads is lower than the determination speed, it is determined that congestion occurs. Will be done. For this determination speed, for example, a value such as 10 km / h on a general road and 40 km / h on a highway is used. The in-vehicle communication device 50 grasps a traffic jam section (start point to end point) of the travel destination as a state of occurrence of traffic jam.

The in-vehicle communication device 50 provides congestion information based on VICS or the like to the first and second automatic driving ECUs 60, 70, HCU 160 and the like.

The first automatic operation ECU 60 and the second automatic operation ECU 70 are configured to mainly include a computer equipped with memories 61, 71, processors 62, 72, an input / output interface, a bus connecting them, and the like, respectively. The first automatic driving ECU 60 and the second automatic driving ECU 70 are ECUs capable of executing automatic driving control that partially or substantially completely controls the traveling of the vehicle.

The first automatic driving ECU 60 has a partially automatic driving function that partially substitutes for the driving operation of the driver. The second automatic driving ECU 70 has an automatic driving function capable of acting as a driver's driving operation. As an example, at the automatic driving level specified by the American Society of Automotive Engineers, the first automatic driving ECU 60 enables partial automatic driving control (advanced driving support) of level 2 or lower with manual or peripheral monitoring obligations.

That is, the first automatic driving ECU 60 makes it possible to carry out automatic driving control in which peripheral monitoring is required for the driver. In other words, the first automatic operation ECU 60 enables automatic operation in which the second task described later is prohibited.

For example, the first automatic driving ECU 60 can execute one or both of the vertical control and the horizontal control of the vehicle. Here, the vertical direction is a direction that coincides with the front-rear direction of the vehicle, and the horizontal direction is a direction that coincides with the width direction of the vehicle. The first automatic driving ECU 60 executes acceleration / deceleration control of the vehicle as vertical control, and controls the steering angle of the steering wheel of the vehicle as lateral control.

The first automatic driving ECU 60 constructs a plurality of functional units that realize the above-mentioned advanced driving support by causing the processor 62 to execute a plurality of instructions by the driving support program stored in the memory 61.

The first automatic driving ECU 60 recognizes the traveling environment around the vehicle based on the detection information acquired from the peripheral monitoring sensor 40. As an example, the first autonomous driving ECU 60 uses information (lane information) indicating the relative positions and shapes of the left and right lane markings or roadsides of the lane in which the vehicle is currently traveling (hereinafter referred to as the current lane) as analyzed detection information. Generate. In addition, the first autonomous driving ECU 60 has already analyzed information (preceding vehicle information) indicating the presence or absence of a preceding vehicle in the current lane and the position and speed of the preceding vehicle when there is a preceding vehicle. Generate as information. The first automatic operation ECU 60 may be configured to recognize the MD area, the AD area, the ST section, and the non-ST section, which will be described later.

The first automatic driving ECU 60 executes ACC (Adaptive Cruise Control) control that realizes constant speed running of the vehicle at a target speed or following running of the preceding vehicle based on the preceding vehicle information. The first automatic driving ECU 60 executes LTA (Lane Tracing Assist) control for maintaining the vehicle traveling in the lane based on the lane information. Specifically, the first automatic driving ECU 60 generates acceleration / deceleration or steering angle control commands and sequentially provides them to the vehicle control ECU 80 described later. ACC control is an example of vertical control, and LTA control is an example of horizontal control.

The first automatic operation ECU 60 realizes level 2 automatic operation by executing both ACC control and LTA control. The first automatic operation ECU 60 may be capable of realizing level 1 automatic operation by executing either ACC control or LTA control.

On the other hand, the second automatic driving ECU 70 enables automatic driving control of level 3 or higher at the above automatic driving level. That is, the second automatic driving ECU 70 enables the driver to perform automatic driving in which interruption of peripheral monitoring is permitted (peripheral monitoring obligation is unnecessary). In other words, the second automatic operation ECU 70 enables automatic operation in which the second task is permitted.

Here, the second task is an act other than driving permitted to the driver, and is a predetermined specific act. During the automatic driving period in which the vehicle is automatically driven by the level 3 automatic driving function of the second automatic driving ECU 70, the driver in this case takes over the control right of driving from the automatic driving system when leaving the limited area or in an emergency. Person (passenger). The driver may be legally permitted to perform a second task until a request to perform a driving operation by the autonomous driving system, that is, a request for a driving change (Take Over Request) is generated.

The second task can be called a secondary activity or another activity. The second task must not prevent the driver from responding to the request to take over the driving operation from the autonomous driving system. As the second task, for example, watching content such as a movie (watching a movie, watching TV), operating a smartphone or the like, reading a book, eating a meal, or the like is assumed.

The second automatic operation ECU 70 constructs a plurality of functional units that realize the above automatic operation by causing the processor 72 to execute a plurality of instructions by the automatic operation program stored in the memory 71.

The second automatic driving ECU 70 recognizes the driving environment around the vehicle based on the vehicle position and map data acquired from the locator ECU 34, the detection information acquired from the peripheral monitoring sensor 40, the communication information acquired from the in-vehicle communication device 50, and the like. do. For example, the second autonomous driving ECU 70 recognizes the position of the current lane of the vehicle, the shape of the current lane, the relative position and relative speed of the moving body around the vehicle, the traffic jam situation, and the like.

In addition, the second automatic driving ECU 70 discriminates between the manual driving area (MD area) and the automatic driving area (AD area) in the traveling area of the vehicle, and discriminates between the ST section and the non-ST section in the AD area, and the recognition result thereof. Will be sequentially provided to the HCU 160 described later.

The MD area is an area where automatic driving is prohibited. In other words, the MD area is an area defined by the driver to perform all of the vehicle's vertical control, lateral control and peripheral monitoring. For example, the MD area is an area where the travel path is a general road.

The AD area is an area where automatic driving is permitted. In other words, the AD area is an area in which the vehicle can substitute one or more of the vertical control, the horizontal control, and the peripheral monitoring. For example, the AD area is an area where the driveway is a highway or a motorway.

The AD area is divided into a non-ST section where automatic operation of level 2 or lower is possible and an ST section where automatic operation of level 3 or higher is possible. In the present embodiment, it is assumed that the non-ST section where the level 1 automatic operation is permitted and the non-ST section where the level 2 automatic operation is permitted are equivalent.

The ST section is, for example, a traveling section (traffic jam section) in which traffic jam occurs. Further, the ST section is, for example, a traveling section in which a high-precision map is prepared. The HCU 160, which will be described later, determines that the vehicle is in the ST section when the traveling speed of the vehicle is within the range of the determination speed or less for a predetermined period of time. Alternatively, the HCU 160 may determine whether or not it is an ST section by using the position of the own vehicle and the congestion information obtained from the in-vehicle communication device 50 by VICS or the like. Further, in the HCU 160, in addition to the traveling speed of the vehicle (congestion traveling section condition), there are other vehicles 12 around the own vehicle 10 (the same lane and the adjacent lane) where the traveling road has two or more lanes. It may be determined whether or not the vehicle is an ST section on the condition that the road has a median strip and that high-precision map data is possessed.

In addition to the congested section, the HCU 160 includes sections where specific conditions other than congestion are satisfied with respect to the surrounding environment of the vehicle (constant speed driving without traffic congestion on expressways, follow-up driving, LTA (lane keeping driving)), etc. A possible section may be an ST section.

With the automatic driving system including the above first and second automatic driving ECUs 60 and 70, at least level 2 or lower and level 3 equivalent (or higher) automatic driving can be executed in the vehicle. In the following, a state in which automatic operation equivalent to level 2 is being executed may be referred to as a “level 2 execution mode”, and a state in which automatic operation equivalent to level 3 is being executed may be referred to as a “level 3 execution mode”.

The vehicle control ECU 80 is an electronic control device that controls acceleration / deceleration of the vehicle and steering control. The vehicle control ECU 80 includes a power unit control ECU and a brake ECU that perform acceleration / deceleration control, a steering ECU that performs steering control, and the like. The vehicle control ECU 80 acquires detection signals output from each sensor such as a vehicle speed sensor and a steering angle sensor mounted on the vehicle, and each travel control device such as an electronically controlled throttle, a brake actuator, and an EPS (Electric Power Steering) motor. The control signal is output to. The vehicle control ECU 80 controls each driving control device so as to realize automatic driving according to the control instruction by acquiring the control instruction of the vehicle from the first automatic driving ECU 60 or the second automatic driving ECU 70.

Further, the vehicle control ECU 80 is connected to an in-vehicle sensor 81 that detects driving operation information of a driving member by a driver. The in-vehicle sensor 81 includes, for example, a pedal sensor that detects the amount of depression of the accelerator pedal, a steering sensor that detects the amount of steering of the steering wheel, and the like. In addition, the in-vehicle sensor 81 also includes a vehicle speed sensor that detects the traveling speed of the vehicle, a rotation sensor that detects the operating rotation speed of the traveling drive unit (engine, traveling motor, etc.), a shift sensor that detects the shift position of the transmission, and the like. Includes. The vehicle control ECU 80 sequentially provides the detected driving operation information, vehicle operation information, and the like to the HCU 160.

Next, the configuration of the display device 100 will be described. The display device 100 includes a plurality of display devices as display units and an HCU 160 as control units. In addition, the display device 100 is provided with an audio device 140, an operation device 150, and the like.

The plurality of display devices include a head-up display (hereinafter, HUD) 110, a meter display 120, a center information display (hereinafter, CID) 130, and the like. The plurality of display devices may further include each display EMB (rear display), EML (left display), EMR (right display) of the electronic mirror system. The HUD 110, the meter display 120, and the CID 130 are display units that present image contents such as still images or moving images to the driver as visual information.

In the present embodiment, the HUD 110 and the meter display 120 will be described as the main display unit (display unit), and the CID 130 will be described as the sub display unit.

The HUD 110 projects the light of the image formed in front of the driver onto the projection area defined by the front windshield of the vehicle or the like based on the control signal and the video data acquired from the HCU 160. The light of the image reflected on the vehicle interior side by the front windshield is perceived by the driver sitting in the driver's seat. In this way, the HUD 110 displays a virtual image in the space in front of the projection area. The driver visually recognizes the virtual image in the angle of view displayed by the HUD 110 so as to overlap the foreground of the vehicle.

The meter display 120 and the CID 130 are mainly composed of, for example, a liquid crystal display or an OLED (Organic Light Emitting Diode) display. The meter display 120 and the CID 130 display various images on the display screen based on the control signal and the video data acquired from the HCU 160. The meter display 120 is, for example, a main display unit installed in front of the driver's seat. The CID 130 is a sub-display unit provided in the central region in the vehicle width direction in front of the driver. For example, the CID 130 is installed above the center cluster in the instrument panel. The CID 130 has a touch panel function, and detects, for example, a touch operation on the display screen by a driver or the like, a swipe operation, or the like.

The audio device 140 has a plurality of speakers installed in the vehicle interior. The audio device 140 presents a notification sound, a voice message, or the like as auditory information to the driver based on the control signal and voice data acquired from the HCU 160. That is, the audio device 140 is an information presentation device capable of presenting information in a mode different from visual information.

The operation device 150 is an input unit that accepts user operations by a driver or the like. For example, user operations related to the start and stop of each level of the automatic driving function are input to the operation device 150. The operation device 150 includes, for example, a steering switch provided on the spoke portion of the steering wheel, an operation lever provided on the steering column portion, a voice input device for recognizing the utterance content of the driver, and an icon for touch operation in the CID 130. Switch) etc. are included.

Based on the information from the in-vehicle communication device 50, the first automatic driving ECU 60, the second automatic driving ECU 70, the vehicle control ECU 80, etc., the HCU 160 determines the automatic driving permission area (AD area) and is executing automatic driving. Information is presented to the driver according to the driving condition (details will be described later). The HCU 160 is mainly composed of a computer including a memory 161, a processor 162, an input / output interface, a bus connecting them, and the like.

The memory 161 non-transiently stores or stores a computer-readable program, data, or the like, for example, at least one type of non-transitional substantive storage medium (non-transitional memory, magnetic medium, optical medium, or the like, etc.). transitory tangible storage medium). The memory 161 stores various programs executed by the processor 162, such as a presentation control program described later.

The processor 162 is hardware for arithmetic processing. The processor 162 includes, for example, at least one of a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a RISC (Reduced Instruction Set Computer) -CPU, and the like as a core.

The processor 162 executes a plurality of instructions included in the presentation control program stored in the memory 161. As a result, the HCU 160 constructs a plurality of functional units for controlling the presentation to the driver. As described above, in the HCU 160, a plurality of functional units are constructed by causing the processor 162 to execute a plurality of instructions by the presentation control program stored in the memory 161.

The HCU 160 acquires the recognition result of the driving environment from the first automatic driving ECU 60 or the second automatic driving ECU 70. The HCU 160 grasps the peripheral state of the vehicle based on the acquired recognition result. Specifically, the HCU 160 grasps the approach to the AD area, the approach to the AD area, the approach to the ST section (congested section), the approach to the ST section, and the like. The HCU 160 may grasp the peripheral state based on the information directly acquired from the locator ECU 34, the peripheral monitoring sensor 40, etc., instead of the recognition results acquired from the first and second automatic operation ECUs 60 and 70.

The HCU 160 estimates the driver state based on the information from the DSM 20, the vehicle control ECU 80, and the like. For example, the HCU 160 estimates whether or not the driver is involved in the driving motion of each body part as a driver state. Specifically, the HCU 160 determines whether or not the driver's eye is performing peripheral monitoring based on the state information regarding the driver's line-of-sight direction acquired from the DSM 20. Further, the HCU 160 determines whether or not the driver holds the steering by hand based on the steering amount acquired from the vehicle control ECU 80. Further, the HCU 160 determines whether or not the driver puts his / her foot on the accelerator pedal based on the amount of depression of the accelerator pedal acquired from the vehicle control ECU 80.

Further, the HCU 160 determines from the driver status information acquired from the DSM 20, inattentiveness, dozing, the presence or absence of illness, and the like.

In the following, the state in which the eye is monitoring the periphery may be referred to as eye's on, and the state in which the eye is not monitoring may be referred to as eye's off. Further, the state in which the steering is gripped by hand may be referred to as hands-on, and the state in which the steering is not gripped may be referred to as hands-off. In addition, the state in which the foot is placed on the accelerator pedal may be referred to as leg-on, and the state in which the foot is not placed may be referred to as leg-off.

The HCU 160 determines the operating state related to automatic driving in collaboration with the first automatic driving ECU 60 and the second automatic driving ECU 70. Specifically, the HCU 160 determines the automatic driving level permitted to the driver and the automatic driving level actually executed as the operating state.

HCU160 determines that automatic driving cannot be permitted when the vehicle is traveling in the MD area. On the other hand, the HCU 160 determines that automatic driving of level 2 or higher can be permitted when traveling in the AD area. Further, the HCU 160 determines that automatic driving of level 2 or lower can be permitted when traveling in a non-ST section of the AD area, and automatic driving of level 3 or higher when traveling in an ST section. Is determined to be permitted.

In the following, the state in which level 2 automatic driving is permitted may be referred to as "level 2 permitted state", and the state in which level 3 automatic driving is permitted may be referred to as "level 3 permitted state". In addition, a state in which automatic driving itself is prohibited may be referred to as an "automatic driving prohibited state".

In addition, when the HCU 160 determines that level 2 automatic driving is permitted, it determines whether or not to allow hands-off at level 2. Specifically, the HCU 160 determines when specific conditions are met based on the LTA execution state, the presence or absence of high-precision map data around the vehicle, the lane state, the driver's peripheral monitoring state, the road shape around the vehicle, and the like. Make a hand-off permission decision.

Certain conditions include, for example, LTA control being executed, high-precision map data around the vehicle, being able to detect at least one of the left and right lane markings of the current lane, and the driver monitoring the surroundings. It includes at least one of the fact that it can be determined that the vehicle is being carried out and that the traveling section is not a complicated section of the road structure (for example, a merging section or a branching section). In the following, the state in which hands-off is permitted may be referred to as “hands-off permitted state”, and the state in which hands-off is prohibited may be referred to as “hands-off prohibited state”.

In addition, HCU160 allows leg-off when at least ACC is executed in automatic driving of level 2 or lower. In the following, the state in which leg-off is permitted may be referred to as “leg-off permitted state”, and the state in which leg-off is prohibited may be referred to as “leg-off prohibited state”. In addition, the HCU 160 allows eye's off if level 3 autonomous driving is permitted. That is, it can be said that the level 3 permission state is the eyes-off permission state.

The HCU 160 determines the actual automatic driving level to be executed based on the position of the vehicle, the traveling speed, the surrounding state, the driver's state, the currently permitted automatic driving level, the input information to the operation device 150, and the like. .. That is, the HCU 160 determines the execution of the currently permitted automatic driving level when the currently permitted start instruction of the automatic driving level is acquired as input information.

The HCU 160 controls the presentation of content related to autonomous driving. Specifically, the HCU 160 selects content to be presented to each display device 110, 120, 130 based on various information.

The HCU 160 mediates the content to be displayed on each display device 110, 120, 130. The HCU 160 comprehensively determines the priority of each content based on various information. The HCU 160 selects the content determined to have a high priority as the content to be presented. In addition, the HCU 160 can sequentially change the display size and display layout of each content to be displayed on each display device 110, 120, 130 according to the priority. As an example, the HCU 160 increases the display size as the priority content increases. As another example, the HCU 160 is positioned closer to the front side of each display area as the content has a higher priority.

The HCU 160 generates control signals and video data provided to each display device 110, 120, 130, and control signals and audio data provided to the audio device 140. The HCU 160 outputs the generated control signal and each data to each presentation device to present information on each display device 110, 120, 130.

The configuration of the display device 100 is as described above, and the operation and the effect will be described below with reference to FIGS. 2 to 18.

In this embodiment, mainly in highway driving, automatic driving level 3 (traffic jam following driving) in a traffic jam occurrence section and automatic driving level 3 (high speed) in the original high-speed driving are performed for automatic driving level 2 or less. Follow-up operation) is performed as an example. Then, the HCU 160 switches and controls the content of the display to be displayed to the driver according to the traveling state of the vehicle during automatic driving.

First, in the flowcharts of FIGS. 2 and 3, in step S100, the HCU 160 determines whether or not the driving can be replaced by the automatic driving level 3 in the traffic jam occurrence section (hereinafter referred to as the traffic jam section) while driving on the highway. judge. The determination condition for enabling automatic driving in a congested section is, for example, when the vehicle speed is 10 km / h or less. In step S100, the HCU 160 repeats step S100 while making a negative determination. While automatic driving is not allowed, automatic driving level 2 by the driver is carried out and the driver is obliged to monitor the surroundings.

At this time (automatic operation level 2), the display form of each display device 110, 120, 130 is as shown in FIG. For example, in the HUD 110, the vehicle speed value (for example, 60 km / h) is displayed on the left side of the projection area, and the own vehicle 10 and the preceding vehicle 11 in the own vehicle lane and the other vehicle lane (next lane) are displayed on the right side of the projection area. The image of the other vehicle 12 in the above is displayed. Further, the meter display 120 displays the vehicle speed value in the upper center of the display area, and the image of the own vehicle 10 and the surrounding other vehicles 12 is displayed on the lower side of the vehicle speed value as in the HUD 110. Further, the CID 130 displays the vehicle speed value, the own vehicle 10 on the map (on the running highway) by the locator 30 (navigation system) as navigation information, the name of the prefecture, the name of the city, and the like currently running.

If an affirmative determination is made in step S100, that is, if it is determined that the vehicle speed in the congested section is equal to or less than the automatic driving speed (10 km / h), the HCU 160 is determined in step S110 as shown in FIG. The display form of the HUD 110 and the meter display 120 is changed. That is, the HUD 110 is displayed as "driving changeable", and the meter display 120 is displayed as "is it possible to change driving and is it possible to change driving?". At this time, the meter display 120 also displays the predicted distance that can be automatically driven (for example, the distance that can be automatically driven is 2 km, the required time is 20 minutes, etc.).

Next, in step S120, the HCU 160 determines whether the driver has an intention to change driving. When the driver inputs a change to automatic operation (selection of automatic operation) by operating the operation device 150 (steer switch, operation lever), the HCU 160 determines that there is an intention to change the operation. The HCU 160 proceeds to step S130 when affirmative determination is made in step S120, and proceeds to step S310 when a negative determination is made.

In step S130, the HCU 160 changes driving from the driver to the vehicle (second automatic driving ECU 70, vehicle control ECU 80). At this time, as shown in FIG. 6, the HCU 160 displays "during driving change" on the HUD 110, and also displays "vehicle speed value (10 km / h)" on the meter display 120, and "handles". Please take your hand off. "

Further, as shown in FIG. 7, the HCU 160 displays on the meter display 120 that "peripheral monitoring is unnecessary" due to the change of operation.

Then, in step S140, as shown in FIG. 8, the HCU 160 displays "operation change completed" on the HUD 110 and the meter display 120, and together with the meter display 120, "automatic operation enable period (automatic operation scheduled)". Distance 2km (20 minutes)) ”is displayed.

Next, in step S150, the HCU 160 determines whether or not the automatic operation enable period (the period during which the peripheral monitoring obligation has disappeared) is equal to or greater than the predetermined threshold value (predetermined period). The threshold is set, for example, as 20 minutes. More specifically, if the automatic driving period is 20 minutes or more (for example, about 20 to 30 minutes), the HCU 160 determines that the automatic driving period is long, and the automatic driving period is less than 20 minutes (for example, 5 to 30 minutes). If it is about 10 minutes), the HCU 160 determines that the automatic operation period is short.

In step S150, the HCU 160 proceeds to step S160 when it is determined that the automatic operation enable period is equal to or greater than the threshold value (long), and proceeds to step S230 when it is determined to be less than the threshold value (short). When shifting to step S230, the following steps S160 to S220 (FIGS. 9 to 12 described below) are omitted (skipped).

When the automatic driving possible period is less than the threshold value, the portion of the above-mentioned display in FIGS. 5, 7, and 8 that has an "automatic driving possible predicted distance of 2 km / h (20 minutes)" is, for example, ". Predicted distance for automatic driving is 1 km / h (10 minutes) ”and so on.

In step S160, the HCU 160 displays the relaxation recommendation (display of the second task information) on the meter display 120 as shown in FIG. The relax recommendation display does not require peripheral monitoring during automatic driving, and displays an example of a second task that can be handled for a driver who has turned off hands-off or leg-off. Examples of second tasks include "watching movies", "operating smartphones", "reading", etc. as "you can do this".

Further, in step S170, the HCU 160 turns off the display of the HUD 110 as shown in FIG. This is because a lot of display (information) is not required for the driver during automatic driving.

Next, in step S180, the HCU 160 displays information related to the service area on the meter display 120 as shown in FIG. The HCU 160 displays the names, required distances, and required times of some service areas in the travel destination from the high-precision map DB 33 in the locator 30.

Next, in step S190, the HCU 160 determines whether or not the CID 130 is displaying the second task (switching to other information) instead of the navigation information. The display of the second task in the CID 130 is, for example, television broadcasting, a movie (DVD reproduction), or the like. In step S190, the HCU 160 proceeds to step S200 when affirmative determination is made, and proceeds to step S210 when a negative determination is made.

In step S200, as shown in FIG. 11, the HCU 160 displays the navigation information (map information) previously displayed on the CID 130 on the meter display 120 instead of the images of the own vehicle 10 and the other vehicle 12.

Next, in step S210, the HCU 160 determines whether or not the driver's line of sight detected by the DSM 20 is directed to other than each display device (meter display 120). In step S210, the HCU 160 proceeds to step S220 when affirmative determination is made, and proceeds to step S230 when a negative determination is made.

In step S220, as shown in FIG. 12, the HCU 160 turns off the display of items other than the vehicle speed value on the meter display 120, or makes the display brightness relatively lower than before. During automatic operation, if the driver does not look at the display unit (meter display 120), the normal display is not necessary. Therefore, the HCU 160 can turn off the display and reduce the brightness in this way. conduct.

Next, in step S230, the HCU 160 determines whether or not the vehicle speed is equal to or higher than the first threshold value and lower than the second threshold value. The first threshold value is, for example, 40 km / h, and the second threshold value is, for example, 50 km / h. The traveling state in which the first threshold value or more and the second threshold value or less is equal to or less than the second threshold value is a state in which the vehicle has escaped from the congested driving and is following the vehicle in the medium speed range. The HCU 160 repeats step S230 when a negative determination is made in step S230, and proceeds to step S240 when an affirmative determination is made.

In step S240, as shown in FIG. 13, the HCU 160 displays the vehicle speed value and information related to the own vehicle lane in which the own vehicle 10 is traveling (for example, the lane of the own vehicle lane, the own vehicle 10, the preceding vehicle) on the meter display 120. 11 etc.) and the control information of the own vehicle 10 are displayed. The control information of the own vehicle 10 is, for example, an image showing that the vehicle is following the vehicle in front (ACC), or an image showing that the vehicle keeps driving in the lane (LTA) by emphasizing the lane portion. It has become.

Next, in step S250, the HCU 160 turns on the display of the HUD 110 as shown in FIG. The display contents on the HUD 110 are an image of the vehicle speed value on the meter display 120 and the vehicle lane in which the vehicle 10 is traveling.

Next, in step S260, the HCU 160 determines whether or not the vehicle speed is equal to or higher than the second threshold value. The HCU 160 repeats step S260 when a negative determination is made in step S260, and proceeds to step S270 when an affirmative determination is made. If an affirmative determination is made in step S260, the vehicle is in a state of following running at a speed faster than 40 km / h (first threshold value) (second threshold value = 50 km / or more).

In step S270, as shown in FIG. 14, the HCU 160 displays the vehicle speed value and information related to the own vehicle lane (lanes of the own vehicle lane, own vehicle 10, preceding vehicle 11, etc.) on the meter display 120, and the like. Display (additionally display) information related to the vehicle lane (lanes of other vehicle lanes, other vehicle 12, etc.).

Next, in step S280, the HCU 160 determines whether or not there is a request for a change of operation. The request for driving change is a request for switching from the automatic driving by the vehicle control ECU 80 to the manual driving (level 2 or less) by the driver when the conditions for automatic driving are removed from the first and second automatic driving ECUs 60 and 70. be. In step S280, the HCU 160 proceeds to step S290 if affirmative determination is made, and repeats step S280 if a negative determination is made.

In step S290, the HCU 160 displays a driving change request (displaying a peripheral monitoring request) as shown in FIGS. 15 and 16. For example, the HCU 160 displays "operation change request" on the HUD 110. Further, if hands-on is required for switching to manual operation, the HCU 160 displays, for example, "Look forward and hold the steering wheel" on the meter display 120. If it is necessary to look forward even if hands-on is not required when switching to manual operation, the HCU 160 displays on the meter display 120, "Please correct your posture and look forward."

Next, in step S300, the HCU 160 determines whether or not the operation change has been completed. When it is determined in step S300 that the operation change is completed, the HCU 160 switches the automatic operation to the operation by the driver in step S310. At this time, as shown in FIG. 17, the HCU 160 displays on the meter display 120 according to FIG. 4 described above.

Further, when the driving change is not completed in step S300 (for example, when the driver is dozing or suddenly ill), the HCU 160 shifts to the evacuation running to the shoulder or the like and safely drives the vehicle. Stop the car. At this time, as shown in FIG. 18, the HCU 160 displays "during evacuation running" on the HUD 110 and displays "moving to the evacuation running because the operation could not be changed" on the meter display 120.

As described above, in the present embodiment, the HCU 160 displays to the driver in the display unit (each display device 110, 120, 130) when the automatic driving function of the vehicle is exerted and the driver's peripheral monitoring obligation is removed. The content to be changed is switched according to the driving condition of the vehicle. This makes it possible to present useful information to the driver in a timely manner.

Further, the HCU 160 switches the display content on the display unit depending on whether the period during which the peripheral monitoring obligation is removed is shorter or longer than the predetermined period. This makes it possible to display useful information to the driver according to the period when the peripheral monitoring obligation is removed.

Further, the HCU 160 displays the second task information permitted to the driver on the display unit when the period in which the peripheral monitoring obligation is removed is longer than the predetermined period. As a result, the driver can see and enjoy the second task information during the period when the peripheral monitoring obligation is removed.

Further, when the navigation information in the sub display unit (CID 130) is switched to other information (television, movie, etc.), the HCU 160 displays the navigation information on the main display unit (HUD 110, meter display 120). This allows the driver to see other information while obtaining the navigation information required for driving information.

Further, when the driver's line of sight detected by the line-of-sight detection unit (DSM20) is directed to a direction other than the display unit, the HCU 160 erases items other than the vehicle speed as travel information as a display form on the display unit, or Decrease the display brightness. As a result, during automatic operation, if the driver does not look at the display unit, the normal display is not necessary, and the power consumption is reduced by turning off the display and lowering the brightness. be able to.

Further, when the speed of the vehicle is equal to or higher than a predetermined first threshold value and less than the second threshold value, the HCU 160 displays information related to the own vehicle lane in which the own vehicle 10 is traveling on the display unit, and also displays the vehicle. When the speed of is equal to or higher than the second threshold value, information related to the lanes of other vehicles other than the own vehicle lane is added and displayed on the display unit. As a result, the display information can be increased according to the vehicle speed to alert the driver.

(Variation example of the first embodiment)
In the first embodiment (step S220 of the flowchart), it is described that the brightness of the meter display 120 is relatively lower than before when the driver's line of sight does not face the meter display 120 during automatic driving. did.

However, as shown in FIGS. 19 and 20, when reducing the brightness, it may be changed according to the vehicle speed. The brightness is lowered as the vehicle speed is relatively lower than when the vehicle speed is high. As a result, when the vehicle speed is low, the degree of attention to the display may be low, but as the vehicle speed is high, the degree of attention to the display can be increased.

Further, as shown in FIG. 21, when there is an override (holding the steering wheel, stepping on the accelerator, etc.) by the driver at the automatic driving level 3, the display form on the display unit (meter display 120) is displayed at the automatic driving level 2. (Display described with reference to FIG. 4) may be changed. Further, even when the own vehicle 10 automatically changes lanes or when a vehicle intending to cut in front of the own vehicle 10 is detected from the adjacent lane, the display form on the display unit (meter display 120) is set to the automatic driving level. The display may be changed to the display in 2 (the display described in FIG. 4). This is because when the vehicle or another vehicle moves across the lane, the passenger may feel uneasy whether the system is recognizing the surroundings and driving, and the system is recognizing the surroundings and traveling. This is because passengers can feel more at ease if they indicate that they are there.

Further, in the first embodiment, the display unit has been described as having the HUD 110, the meter display 120, and the CID 130. However, as shown in FIG. 22, the CID 130 is formed from, for example, a plurality of CID 131, 132, 133, and the meter display 120, and the CID 131 to 133 are arranged in a horizontal row on the instrument panel. It may be used as a display unit of.

For example, the CID 131 is provided with a touch panel on the display surface to display each information, and for example, by touching the driver, Yes and No such as a driving change can be input (role of the operation device 150). It is a display unit. Further, the CID 132 is a display unit that displays navigation information. Further, the CID 133 is a display unit that displays (reproduces) moving images such as TVs and movies.

Further, in the first embodiment, the display switching control during the automatic driving level 3 during the traffic jam has been described, but the automatic driving level 3 (area limited level) at high speed driving in a limited area other than the traffic jam. It may be applied to 3). When applying at the area limited level 3, instead of setting the first threshold value and the second threshold value according to the vehicle speed, set the first threshold value and the second threshold value according to the distance or time to the point where the automatic driving level 3 ends. Just do it. For example, the point where the distance to the point where the automatic driving level 3 ends is 5 km may be set as the first threshold value, and the point where the distance to the point where the automatic driving level 3 ends may be 2 km may be set as the second threshold value. .. For example, the point where the time to the point where the automatic driving level 3 ends is 5 minutes is set as the first threshold value, and the point where the time to the point where the automatic driving level 3 ends is 2 minutes is set as the second threshold value. Just do it.

Further, in the above-mentioned first embodiment, the first threshold value and the second threshold value are used when the display content switching control is performed, but the present invention is not limited to this, and one threshold value may be used. Further, in the flowcharts of FIGS. 2 and 3, each step may be partially omitted.

(Second Embodiment)
The second embodiment is shown in FIGS. 23 to 26. In the second embodiment, the HCU 160 (control unit) acquires various information from the locator 30, the peripheral monitoring sensor 40, the in-vehicle communication device 50, the first and second automatic driving ECUs 60 and 70, the vehicle control ECU 80, and the like. The HCU 160 depends on the transition pattern between the automatic driving level 2 or less (first automatic driving state) and the automatic driving level 3 or higher (second automatic driving state), or according to the running state at the automatic driving level 3 or higher. Then, for example, the content to be displayed on the driver in the meter display 120 (display unit) is switched.

As shown in FIG. 23, for example, with respect to automatic driving during heavy traffic on a highway, vehicle speeds V0, V1 and V2 for controlling automatic driving are set in advance. The vehicle speed V0 is, for example, 10 km / h, the vehicle speed V1 is, for example, 40 km / h, and the vehicle speed V2 is, for example, 60 km / h. The vehicle speed V1 corresponds to the predetermined vehicle speed value of the present disclosure, and the vehicle speed V2 corresponds to the determined vehicle speed value of the present disclosure.

When the vehicle speed becomes V0 or less while driving, the application of automatic driving level 3 during traffic congestion starts. At this time, since the driver is not obliged to monitor the surroundings, the HCU 160 displays a message on the meter display 120 that enables the second task, as shown in FIG. 24 (a). After that, the driver can execute the second task (watching a movie, operating a smartphone, reading a book, etc.).

On the other hand, when the vehicle speed exceeds V2, the automatic driving level 3 during heavy traffic is canceled and the vehicle shifts to the automatic driving level 2. The automatic driving level 2 is, for example, running following the preceding vehicle 11 (ACC), maintenance running in the lane (LTA), or the like.

Here, in the present embodiment, the HCU 160 is set to a vehicle speed V1 smaller than the vehicle speed V2 when shifting from the automatic driving level 3 during traffic congestion to the automatic driving level 2 after the traffic congestion is resolved. When the (predetermined vehicle speed value) is reached, the display content is switched to the display content corresponding to the automatic driving level 2 as a notice display. That is, although the automatic operation level 3 is substantially executed, the meter display 120 is preceded by the display corresponding to the automatic operation level 2.

The display content corresponding to the automatic driving level 2 is, for example, peripheral information indicating the own vehicle 10, the preceding vehicle 11, the other vehicle 12, and the like, as shown in FIG. 24 (b). In addition, this peripheral information is accompanied by a message M saying, "We will move to automatic driving level 2 in the future. Please hold the steering wheel." The content of the message M is various proposals and notifications to the driver. Then, when the vehicle speed becomes V2 or higher, the driver is replaced with another driver.

As a result, when driving in a traffic jam, the display content corresponding to the automatic driving level 2 is switched to before the transition from the automatic driving level 3 to the automatic driving level 2, so that the driver can shift to the automatic driving level 2. It can be recognized in advance, and it is possible to shift to automatic operation level 2 without rushing.

As shown in FIGS. 25 and 26, various patterns can be considered for the transition from the automatic driving level 3 to the automatic driving level 2 during traffic congestion. In particular, in FIG. 25B, the display for the automatic operation level 3 and the display for the automatic operation level 2 are repeated within a short period of time, which is troublesome for the driver.

Therefore, for example, when it is known from the VICS information obtained from the in-vehicle communication device 50 that the traffic jam is still continuing, the HCU 160 may continue the display for automatic driving level 2 once displayed without erasing it. .. This provides a safe side indication to the driver.

Further, the HCU 160 can accelerate the own vehicle 10 by using the information obtained from the peripheral monitoring sensor 40, the vehicle control ECU 80, etc. (the distance from the preceding vehicle 11 is widened, the preceding vehicle 11 does not exist, etc.). If it is determined whether or not the vehicle is congested and it is found that the traffic jam continues, the display for the automatic operation level 2 once displayed may be continued without being erased.

Further, the HCU 160 may be displayed for the automatic driving level 3 when the condition that the vehicle speed is V1 or less continues for a predetermined time or longer. Alternatively, once the vehicle speed V1 is exceeded, the HCU 160 may lower the value of the vehicle speed V1 (threshold value change) to make it difficult to return to the display for the automatic driving level 3.

(Modified example of the second embodiment)
A modified example of the second embodiment is shown in FIG. 27. In the modified example of the second embodiment, the HCU 160 sets the vehicle speed V1 (predetermined vehicle speed value) to the smaller side as the number of traveling lanes on the road on which the own vehicle 10 travels increases.

It is possible that the more lanes there are, the heavier the traffic volume. Therefore, by setting the vehicle speed V1 to a smaller value, it is possible to accelerate the switching timing to the display (peripheral information) corresponding to the automatic driving level 2. can. Therefore, as the number of driving lanes increases, the display can be switched to the display for automatic driving level 2 earlier, so that the surrounding situation can be confirmed and the display can be made safer.

(Third Embodiment)
The third embodiment is shown in FIGS. 28 and 29. In the third embodiment, the HCU 160 displays the content of the proposal for level transition more emphasized as the level rises larger when shifting from the automatic driving level 2 or lower to the automatic driving level 3.

The automatic operation level 2 or lower includes, for example, level 0 (completely manual operation), level 1, and level 2. Further, at level 2, there are hands-on in which the driver holds the steering wheel by hand and hands-off in which the driver does not hold the steering wheel by hand.

FIG. 28 shows a case where the automatic driving level 0 (normal driving) is shifted to level 3 (traffic jam driving) (upper stage), and the automatic driving level 1 (following driving) is shifted to level 3 (traffic jam driving). The display content of the case (lower) on the meter display 120 is shown.

At the stage before the change of the automatic operation level, the HCU 160 displays the original meter display 120 (speedometer, tachometer) in the upper stage, and displays the follow-up running at level 1 in the lower stage.

Then, as described above, the HCU 160 additionally displays a message M (suggestion, notification, etc.) for level transition while the automatic operation level is shifted. At this time, the HCU 160 is highlighted as the level rises larger (upper row) than when the level rises smaller (lower row). Here, the message M is displayed larger. The message M can be, for example, "It is possible to shift to automatic driving. Do you want to change driving? Please release the steering wheel." Then, after the HCU 160 is shifted to the automatic operation level 3, the display corresponding to the automatic operation level 3 is performed (proposal of the second task).

FIG. 29 shows a case where the automatic driving level 2 (hands-on) is changed to level 3 (traffic jam driving) (upper stage), and a case where the automatic driving level 2 (hands-off) is changed to level 3 (traffic jam driving) ( The contents displayed on the meter display 120 in the lower row) are shown.

At the stage before the change of the automatic driving level, the HCU 160 displays the peripheral information of the own vehicle 10 in both the upper and lower stages.

Then, as described above, the HCU 160 additionally displays the message M while the automatic operation level is shifted. The display of the message M and the display after the level change are the same as in FIG. 28.

As a result, the message M is highlighted as the level rises, so the driver can prepare in advance according to the transition content (level difference) of the automatic driving level.

As the display form of the message M, the HCU 160 may be arranged such that the display position is changed, the display types are increased, and the display time is lengthened according to how the level is raised. At this time, it is preferable that the message M does not overlap with the display content of the original meter display 120.

Further, when the driver cancels the transition to the automatic operation level 3 for the message M, the display form of the message M may be changed according to the current level. For example, if the driver cancels the transition to level 3 at level 0, it is highly likely that he does not want level 3, so the message M should be less noticeable. Also, if there is a cancellation at level 2, the driver is more likely to want level 3 again compared to the driver that canceled at level 0, so the message M is more noticeable than when canceling at level 0. It should be easy.

Further, in FIGS. 28 and 29 described above, the case of traffic jam driving has been described as an example of the driving pattern of the automatic driving level 3, but in a preset section, medium-speed driving on a highway, or high-speed driving. It may be applied in the case of automatic operation level 3.

(Fourth Embodiment)
In the fourth embodiment, the HCU 160 switches the message M for level transition according to the difference in the traveling pattern when shifting from the automatic driving level 2 or lower to the automatic driving level 3.

The driving pattern at the automatic driving level 3 is, for example, automatic driving during traffic jam (traffic jam level 3) or. There is automatic driving (area limited level 3) when traveling in a preset section (area).

At level 3 during traffic jams, the HCU160 can send a message M, for example, "When the speed is XX km / h or less, peripheral monitoring is not required. You can do something other than driving. Do you want to change driving?" can.

In addition, when the area is limited to level 3, the HCU160 has a message M, for example, "Up to XX JCT (up to XX km ahead), peripheral monitoring is not required. Can you do anything other than driving? Do you want to change driving?" Can be.

In this way, by changing the content of the message M according to the driving pattern of automatic driving, it is possible to make a polite proposal to the driver.

(Fifth Embodiment)
A fifth embodiment is shown in FIG. In the fifth embodiment, the HCU 160 has a level of increasing from the automatic operation level 2 or less to the automatic operation level 3 or less when shifting from the automatic operation level 3 to the automatic operation level 2 or less. The message M for level transition is switched according to how it goes down.

1. 1. When the level is lowered more than the level is raised As shown in FIG. 30, the HCU 160 emphasizes the message M more as the level is lowered more than the level is raised.

As a pattern of level rise and fall, for example, the case of level 2 → level 3 → level 2 (left side of FIG. 30), or the case of level 2 → level 3 → level 0 (right side of FIG. 30) can be considered. Be done. The HCU 160 is displayed larger in order to emphasize the message M as the level is lowered.

In addition to this, when emphasizing the message M, it is possible to increase the number of the message M, advance the timing of issuing the message M, and the like.

Furthermore, in the case where the level is lowered more than the level is raised, the message M when the driver fails to change the driving may be emphasized.

In this way, by changing the degree of emphasis of the message M according to the level difference of the automatic driving, it is possible to surely convey the proposal to the driver.

2. 2. When the level before reaching level 3 is level 1 or less HCU160 starts from automatic driving level 3 when the original level when shifting from automatic driving level 2 or lower to automatic driving level 3 is automatic driving level 1 or lower. When shifting to automatic operation level 2 or lower, a display is displayed to confirm whether the transition to automatic operation level 2 is acceptable.

The HCU160 can use the message M for confirmation as, for example, "It is necessary to change driving in the future. Do you want to continue the follow-up driving (ACC) and the maintenance driving in the lane (LTA)?"

If the driver adopts the above message M, the HCU160 will use "Look forward" (if hands-off is possible) or "Hold the steering wheel" (hands-on) as the next message M. When), can be.

If the driver cancels the above message M, CHU160 can say "Switch to manual operation. Hold the steering wheel and start manual operation" as the next message M.

In this way, when the level before reaching level 3 is level 1 or lower, by displaying the confirmation message M, it is possible to reliably convey the proposal to the driver.

3. 3. When there is a touch action on the operation part of the driver HCU160 will automatically operate from automatic operation level 3 if the original level when shifting from automatic operation level 2 or less to automatic operation level 3 is automatic operation level 1 or less. When shifting to level 2 or lower, if there is a touch action on the operation unit corresponding to the driver's driving operation, a display is displayed to immediately confirm whether or not the driver can shift to manual driving.

The act of touching the operation unit corresponding to the driver's driving operation is, for example, an override such as the driver holding the steering wheel or stepping on the accelerator.

The HCU160 can use the message M as "following driving (ACC) and lane keeping driving (LTA) can be continued. Do you want to switch to manual driving?"

In this way, when the level before reaching level 3 is level 1, if there is a driver override, a message M asking whether to shift to manual operation is displayed to make a proposal commensurate with the driver's behavior. be able to.

(Sixth Embodiment)
The sixth embodiment is shown in FIGS. 31 and 32. In the sixth embodiment, when the HCU 160 displays the peripheral image of the own vehicle 10 at the automatic driving level 3, the higher the vehicle speed value at the automatic driving level 3, the wider the front area of the own vehicle 10 is displayed. ..

In displaying the front area more widely, the HCU 160 sets the bird's-eye view position in the bird's-eye view expression to the rear of the own vehicle 10 as shown in FIG. 31 (b) with respect to FIG. 31 (a). Alternatively, in displaying the front area more widely, the HCU 160 raises the bird's-eye view position in the bird's-eye view expression higher than that of the own vehicle 10 as shown in FIG. 32 (b) with respect to FIG. 32 (a).

As a result, the higher the vehicle speed, the easier it is for the driver to check the situation ahead, which can lead to safe driving.

In FIGS. 31 and 32, the case of level 3 during traffic congestion is taken as an example of the traveling pattern, but the same applies to the case of area-limited level 3. Further, the bird's-eye view position may be changed depending on whether the driving pattern of the automatic driving level 3 is the traffic jam level 3 or the area limited level 3. In this case, the area-limited level 3 where the vehicle speed value is high makes the front area wider.

(7th Embodiment)
A seventh embodiment is shown in FIG. 33. In the seventh embodiment, the HCU 160 displays the other vehicle 12 on the front side as the vehicle group 15 when the vehicle speed is equal to or lower than the predetermined vehicle speed at the automatic driving level 3 in the traffic jam. The predetermined vehicle speed is, for example, a speed of about 50 km / h.

The vehicle group 15 is, for example, hatched with the front side field and other vehicles as a flat figure in the figure of the peripheral information. The range of the vehicle group 15 may cover a region further ahead of the preceding vehicle 11 or all of the preceding vehicles 11.

As a result, it is not necessary to know the situation of each vehicle when driving in a traffic jam, and by grasping it as a vehicle group 15, it is possible to accurately grasp the overall situation of the traffic jam.

Further, if the other vehicle 12 is grasped for each vehicle, the data of the vehicle increases and the calculation load in the display control becomes large, but the calculation load can be reduced by displaying the vehicle group 15. ..

(8th Embodiment)
An eighth embodiment is shown in FIG. In the eighth embodiment, the HCU 160 corresponds to the automatic driving level 2 or less from the display corresponding to the automatic driving level 3 when the automatic driving level 3 in the congested driving is continued even if the congestion in the adjacent lane is alleviated. Switch to display.

As a result, when it is difficult for the driver to know whether or not the vehicle is driving in a traffic jam, the driver can switch to a display corresponding to the automatic driving level 2 or lower even if the automatic driving level is 3, so that the peripheral information can be displayed. It can be presented and displayed on the safer side.

(9th Embodiment)
A ninth embodiment is shown in FIG. In the ninth embodiment, the HCU 160 corresponds to the automatic driving level 3 even when the automatic driving level 3 is displayed, when the display corresponds to the automatic driving level 2 or less according to the traveling state or the traveling section. Display message M.

For example, in the automatic driving level 3 when driving in a traffic jam, even though the automatic driving level 3 is continued, the driver may be worried whether the automatic driving level 3 can be continued due to the situation of surrounding vehicles. In this case, the HCU 160 displays a message M indicating that the automatic operation level 3 is continued.

More specifically, if automatic driving is carried out at level 3 during traffic jams, and even if the vehicle speed increases or the traffic jam in the adjacent lane is alleviated, if level 3 during traffic jams continues, the HCU160 will be a meter. The display on the display 120 is switched from, for example, the second task display (level 3 display) to the peripheral information around the own vehicle (level 2 display). Further, the HCU 160 additionally displays the message M corresponding to the level 3 during the traffic jam. As shown in FIG. 35, the message M has contents such as "smartphone operation permission (second task permission)" and "congestion level 3 ongoing".

The HCU 160 may display the above message M when the driver cannot grasp the current automatic driving level and operates the operation device 150 in the dark clouds.

Further, when the DSM 20 recognizes that the driver has confirmed the meter display 120 (including other display units), the HCU 160 may display the above message M.

Further, in the case where the automatic driving is carried out at the area limited level 3, at the stage before the end of the traveling section where the automatic driving is possible (the stage before the predetermined distance, the stage before the predetermined time), for example, the second task display. The message M corresponding to the area-limited level 3 may be additionally displayed while switching from (level 3 display) to peripheral information (level 2 display) around the own vehicle.

As a result, even if the automatic driving level 3 is set, the display can be switched to peripheral information (display corresponding to the automatic driving level 2) according to the driving state or the traveling section, so that the display becomes safer. In addition, the driver can grasp the level of automatic driving actually being executed by additionally displaying the message M.

(10th Embodiment)
In the tenth embodiment, the HCU 160 displays peripheral information (level) around the own vehicle at a predetermined vehicle speed or less (for example, 20 km / h or less) when the elimination time at the congestion level 3 during traffic congestion cannot be predicted. 2) is turned off to switch to the second task display (level 3 display). The HCU 160 displays peripheral information when the vehicle speed exceeds a predetermined speed.

As a result, even if it is difficult to predict the elimination time at level 3 during traffic congestion, the display content can be changed according to the driving condition by switching the display content using the vehicle speed.

(11th Embodiment)
The eleventh embodiment is shown in FIGS. 36 and 37. In the eleventh embodiment, the HCU 160 displays the content to be displayed on the driver by an icon. In each of the above embodiments, the content to be displayed on the driver is displayed by, for example, characters or images, but as shown in FIGS. 36 and 37, it may be an icon using a symbol.

In FIG. 36, the necessity of the driver's eye-on is indicated by the design of the head and the arrow in the line-of-sight direction. In addition, the necessity of hands-on of the driver is shown by the design of the steering wheel and the hand. In addition, the necessity of leg-on of the driver is shown by the design of the accelerator pedal and the foot.

FIG. 37 shows an example in which the message corresponding to the second task is used as an icon. FIG. 37A shows that the operation of the smartphone is permitted as the second task. FIG. 37B shows that the playback of the moving image is permitted (playback button) as the second task.

As a result, the content to be displayed can be intuitively understood by the driver as compared with the case of displaying characters by making the content to be displayed an icon using a pattern.

(Other embodiments)
The disclosure in this specification, drawings and the like is not limited to the exemplified embodiments. Disclosures include exemplary embodiments and modifications by those skilled in the art based on them. For example, the disclosure is not limited to the parts and / or combinations of elements shown in the embodiments. Disclosure can be carried out in various combinations. The disclosure can have additional parts that can be added to the embodiment. Disclosures include those in which the parts and / or elements of the embodiment are omitted. Disclosures include the replacement or combination of parts and / or elements between one embodiment and another. The technical scope disclosed is not limited to the description of the embodiments. Some technical scopes disclosed are indicated by the claims description and should be understood to include all modifications within the meaning and scope equivalent to the claims description.

The controls and techniques described herein are by means of a processor programmed to perform one or more functions embodied by a computer program, and a dedicated computer provided by configuring memory. I made it happen.

However, the control unit and its method described in the present disclosure may be realized by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits.

Alternatively, the controls and methods described herein are a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may be realized by one or more dedicated computers configured by.

Further, the computer program may be stored in a computer-readable non-transition tangible recording medium as an instruction executed by the computer.

Claims (24)

1. Display units (110, 120) that display vehicle driving information,
   When the automatic driving function of the vehicle is exerted and the driver's peripheral monitoring obligation is removed, the content to be displayed to the driver in the display unit is switched with the control unit (160) according to the traveling state of the vehicle. , A vehicle display device.
2. The vehicle display device according to claim 1, wherein the control unit switches the display content on the display unit depending on whether the period during which the peripheral monitoring obligation is removed is shorter or longer than a predetermined period. ..
3. The vehicle display according to claim 2, wherein the control unit displays the second task information permitted to the driver on the display unit when the period in which the peripheral monitoring obligation is removed is longer than the predetermined period. Device.
4. The display unit has a main display unit (110, 120) for displaying the travel information and a sub display unit (130) for displaying navigation information.
   The vehicle according to any one of claims 1 to 3, wherein the control unit displays the navigation information on the main display unit when the navigation information in the sub display unit is switched to other information. Display device for.
5. A line-of-sight detection unit (20) for detecting the line-of-sight direction of the driver is provided.
   When the driver's line of sight is directed to a direction other than the display unit, the control unit erases an item other than the vehicle speed as the traveling information or reduces the display brightness as a display mode in the display unit. The vehicle display device according to any one of items 1 to 4.
6. The control unit
   When the speed of the vehicle is equal to or higher than the predetermined first threshold value and less than the second threshold value, the information related to the own vehicle lane in which the own vehicle is traveling is displayed on the display unit, and at the same time, the information is displayed on the display unit.
   In any one of claims 1 to 5, when the speed of the vehicle is equal to or higher than the second threshold value, information related to other vehicle lanes other than the own vehicle lane is added and displayed on the display unit. The vehicle display device described.
7. Display units (110, 120) that display vehicle driving information,
   A control unit (160) for controlling display in the display unit is provided.
   The automatic driving function of the vehicle includes a first automatic driving state of automatic driving level 2 or lower with manual or peripheral monitoring obligation and a second automatic driving state of automatic driving level 3 or higher without peripheral monitoring obligation.
   The control unit displays to the driver in the display unit according to the transition pattern between the first automatic driving state and the second automatic driving state, or according to the running state in the second automatic driving state. A display device for vehicles that switches the contents to be switched.
8. The control unit is smaller than the determination vehicle speed value (V2) for determining the elimination of the traffic jam when shifting from the second automatic driving state in the traffic jam to the first automatic driving state after the traffic jam is cleared. The vehicle display device according to claim 7, wherein when the predetermined vehicle speed value (V1) set on the side is reached, the display content is switched to the display content corresponding to the first automatic driving state as a notice display.
9. The vehicle display device according to claim 8, wherein the control unit sets the predetermined vehicle speed value to a smaller side as the number of traveling lanes increases.
10. The seventh aspect of claim 7, wherein the control unit emphasizes and displays the content of the proposal for level transition as the level rises larger when shifting from the first automatic operation state to the second automatic operation state. Vehicle display device.
11. The vehicle display device according to claim 7, wherein the control unit switches the content of the proposal for level transition according to the difference in the traveling pattern when shifting from the first automatic driving state to the second automatic driving state.
12. The control unit raises the level when shifting from the first automatic driving state to the second automatic driving state, whereas the control unit raises the level when shifting from the second automatic driving state to the first automatic driving state. The vehicle display device according to claim 7, wherein the content of the proposal for level transition is switched according to how the speed is lowered.
13. The vehicle display device according to claim 12, wherein the control unit emphasizes the content of the proposal as the level decreases more than the level increases.
14. When the original level at the time of shifting from the first automatic operation state to the second automatic operation state is the automatic operation level 1 or less, the control unit shifts from the second automatic operation state to the first automatic operation state. The vehicle display device according to claim 12, which displays a display for confirming whether or not the vehicle may temporarily shift to the automatic driving level 2 at the time of transition.
15. When the original level at the time of shifting from the first automatic operation state to the second automatic operation state is the automatic operation level 1 or less, the control unit shifts from the second automatic operation state to the first automatic operation state. The vehicle display device according to claim 12, wherein if there is a touch action on the operation unit corresponding to the driving operation of the driver at the time of the transition, a display is performed to confirm whether or not the manual operation can be immediately shifted.
16. The control unit claims that when displaying a peripheral image of the vehicle in the second automatic driving state, the higher the vehicle speed value in the second automatic driving state, the wider the front area of the vehicle is displayed. 7. The vehicle display device according to 7.
17. The vehicle display device according to claim 16, wherein the control unit sets the bird's-eye view position in the bird's-eye view expression more rearward or higher than the vehicle in order to display the front area wider. ..
18. The vehicle display device according to claim 7, wherein the control unit displays another vehicle on the front side as a vehicle group (15) when the vehicle speed is equal to or lower than a predetermined vehicle speed in the second automatic driving state in a traffic jam.
19. The control unit corresponds to the first automatic driving state from the display corresponding to the second automatic driving state when the second automatic driving state in the congested driving is continued even if the traffic jam in the adjacent lane is alleviated. The vehicle display device according to claim 7, wherein the display is switched to the display device.
20. Even in the second automatic driving state, when the control unit displays a display corresponding to the first automatic driving state according to the traveling state or the traveling section, the control unit corresponds to the second automatic driving state. The vehicle display device according to claim 7, which displays the message.
21. The vehicle display device according to claim 7, wherein the control unit turns off the display of peripheral information of the vehicle at a predetermined vehicle speed or less when the elimination time in a traffic jam cannot be predicted.
22. The vehicle display device according to any one of claims 7 to 21, wherein the control unit displays the content to be displayed on the driver by characters, images, or icons.
23. When the automatic driving function of the vehicle is exerted and the driver's peripheral monitoring obligation is removed, the content to be displayed to the driver on the display unit (110, 120) displaying the driving information of the vehicle is displayed to the driver when the vehicle is running. Display method for vehicles that switches according to the status.
24. Depending on the transition pattern between the first automatic driving state of automatic driving level 2 or less with manual or peripheral monitoring obligation and the second automatic driving state of automatic driving level 3 or higher without peripheral monitoring obligation, or the second. A display method for vehicles that switches the contents to be displayed to the driver in the display unit that displays the driving information of the vehicle according to the driving state in the automatic driving state.

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