JP7347476B2 - Vehicle display device - Google Patents

Description

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

For example, a vehicle control device described in Patent Document 1 is known. In the vehicle control device of Patent Document 1, for example, when driving on an expressway, it is determined from traffic jam information provided by a system such as VICS (Vehicle Information and Communication System (registered trademark)) that a traffic jam has occurred and that the congested area is longer than a predetermined distance. If it is determined that the vehicle speed is equal to or lower than the predetermined value, it is determined that transition to automatic driving is possible and automatic driving is started. Automated driving is, for example, driving that follows a vehicle in front of a traffic jam while maintaining a constant distance from it. Then, after the automatic operation has started, if the automatic operation stop condition is satisfied, the automatic operation is stopped.

Japanese Patent Application Publication No. 2005-324661

However, the driver does not necessarily accurately understand the criteria used by the vehicle control device to determine the occurrence of traffic congestion (in Patent Document 1, VICS information, traffic congestion area, vehicle speed, etc.). Therefore, even if the driver intuitively thinks that the vehicle has entered a traffic jam, the vehicle control device will not (cannot) shift to automatic driving due to the traffic jam unless the judgment conditions are met, which may make the driver feel uncomfortable. .

In view of the above-mentioned problems, an object of the present disclosure is to provide a vehicle display device that can clearly inform a user of traffic jam conditions until conditions for automatic driving are met.

The present disclosure employs the following technical means to achieve the above object.

The vehicle display device of the first disclosure includes:
an acquisition unit (30, 40, 50) that acquires location information of the vehicle and traffic congestion information of other vehicles (20) traveling around the vehicle;
When the occurrence of a traffic jam is detected based on location information and traffic congestion information, an image containing the vehicle, the road on which it is traveling, and at least one of other vehicles is used until the predetermined conditions for enabling automatic driving of the vehicle during traffic congestion are met. The vehicle also includes a display control unit (160) that displays transition information related to transition to automatic driving on a display unit (120) that displays vehicle travel information .
The display control unit displays a predetermined other vehicle area (OA) around the vehicle as transition information, and determines that automatic driving is possible when another vehicle enters the other vehicle area.
Alternatively, the display control unit displays possible areas (PA1, PA2) where automatic driving is possible as transition information.
Alternatively, the display control unit displays, as transition information, all other vehicles forming the traffic jam, other than the last other vehicle, as one block (22).
Alternatively, the display control unit displays, as transition information, a prohibited area ( IA1 ) in which automatic driving is not possible.

According to this disclosure, the driver can clearly recognize the current traffic jam state based on the transition information on the display unit (120), and therefore can correctly understand whether or not it is possible to transition to automatic driving.

The vehicle display device of the second disclosure includes:
an acquisition unit (30, 40, 50) that acquires location information of the vehicle and traffic congestion information of other vehicles (20) traveling around the vehicle;
When the possibility of resolving the traffic jam is detected from the location information and traffic jam information, an image containing the vehicle, the road on which it is traveling, and at least one of other vehicles is generated until the predetermined conditions for resolving the automatic operation of the vehicle during the traffic jam are met. Using and a display control section (160) for displaying driving information on the display section (120) .
The display control unit displays only the vehicle's own lane during a traffic jam, and switches the display to include surrounding lanes as transition information when the traffic congestion is resolved.
Alternatively, when the traffic jam re-occurs after the traffic congestion has been cleared, the display control unit displays that the traffic jam is different from the traffic jam that occurred before the traffic jam was cleared.
Alternatively, the display control unit changes the content of the transition information depending on whether the second automatic driving is at an automatic driving level 3 or higher due to traffic jams or when the second automatic driving is at automatic driving level 3 or higher during traffic jams on a predetermined road.
The display control unit alternately switches between displaying the vehicle in a bird's-eye view and displaying it two-dimensionally from directly above, as the transition information.

According to this disclosure, the driver can clearly recognize the current state of congestion elimination based on the transition information on the display unit (120), so that the driver can correctly understand whether or not it is possible to transition to the first automatic driving mode. I can do it.

It should be noted that the reference numerals in parentheses for each of the above-mentioned means indicate the correspondence with specific means described in the embodiment described later.

FIG. 1 is a block diagram showing the overall configuration of a vehicle display device. It is a time chart showing the timing of displaying transition information when traffic congestion is detected. FIG. 3 is an explanatory diagram showing a plurality of other vehicle areas when displayed in a plane in the first embodiment. FIG. 4 is an explanatory diagram showing a state in which another vehicle has entered a plurality of other vehicle areas in FIG. 3; FIG. 7 is an explanatory diagram showing a plurality of other vehicle areas when displayed in an overhead view in Modification 1 of the first embodiment. FIG. 6 is an explanatory diagram showing a state in which other vehicles have entered a plurality of other vehicle areas in FIG. 5; FIG. 7 is an explanatory diagram showing a state in which another vehicle enters one other vehicle area when displayed in a plane in Modification 2 of the first embodiment. FIG. 8 is an explanatory diagram showing a state in which another vehicle has entered one other vehicle area when displayed in an overhead view relative to FIG. 7; It is an explanatory view showing the possible area in one driving lane in a 2nd embodiment. It is an explanatory view showing possible areas in a plurality of driving lanes in a 2nd embodiment. FIG. 7 is an explanatory diagram showing a possible area (vehicle position) in one driving lane when displayed in an overhead view in Modification 1 of the second embodiment. FIG. 7 is an explanatory diagram showing possible areas (vehicle positions) in a plurality of driving lanes when displayed in an overhead view in Modification 1 of the second embodiment. It is an explanatory view showing the case of one lane in each direction in modification 1 of a 2nd embodiment. FIG. 7 is an explanatory diagram showing possible areas (driving lanes) in a plurality of driving lanes when displayed in a plane in a third embodiment; FIG. 12 is an explanatory diagram showing possible areas (driving lanes) in a plurality of driving lanes when displayed in an overhead view in Modification 1 of the third embodiment. FIG. 12 is an explanatory diagram showing other vehicles forming a traffic jam when displayed in a plane in a fourth embodiment. It is an explanatory view showing other vehicles forming a traffic jam in modification 1 of a 4th embodiment. It is an explanatory view showing other vehicles forming a traffic jam in modification 1 of a 4th embodiment. FIG. 12 is an explanatory diagram showing other vehicles forming a traffic jam when displayed in a bird's-eye view according to a second modification of the fourth embodiment. FIG. 12 is an explanatory diagram showing other vehicles forming a traffic jam when displayed in an overhead view in Modification 3 of the fourth embodiment. FIG. 12 is an explanatory diagram collectively showing other vehicles forming a traffic jam when displayed in a plane in a fifth embodiment; FIG. 12 is an explanatory diagram that collectively shows other vehicles forming a traffic jam when displayed in a bird's-eye view according to Modification 1 of the fifth embodiment. It is an explanatory view showing a prohibited area of a 6th embodiment. FIG. 12 is an explanatory diagram collectively showing other vehicles forming a traffic jam when displayed in a plane in a seventh embodiment. FIG. 12 is an explanatory diagram collectively showing other vehicles forming a traffic jam when displayed in a plane in a seventh embodiment. FIG. 12 is an explanatory diagram collectively showing other vehicles forming a traffic jam when displayed in a plane in a seventh embodiment. It is a time chart showing the timing of displaying transition information when congestion is resolved. It is an explanatory view showing a 9th embodiment. FIG. 7 is an explanatory diagram showing a first modification of the ninth embodiment. It is an explanatory view showing a 10th embodiment. It is an explanatory view showing an 11th embodiment. It is a time chart showing the timing of displaying transition information when traffic congestion occurs again after traffic congestion has been resolved. It is an explanatory view showing a 12th embodiment. It is an explanatory view showing a 13th embodiment. It is an explanatory view showing a 14th embodiment. It is an explanatory view showing modification 1 of a 14th embodiment. It is an explanatory view showing modification 2 of a 14th embodiment. It is an explanatory view showing a 15th embodiment.

Hereinafter, a plurality of embodiments for carrying out the present disclosure will be described with reference to the drawings. In each form, parts corresponding to matters explained in the preceding form may be given the same reference numerals and redundant explanation may be omitted. When only a part of the configuration is described in each form, the other forms previously described can be applied to other parts of the structure. Not only combinations of parts that specifically indicate that combinations are possible in each embodiment, but also partial combinations of embodiments even if it is not explicitly stated, as long as there is no particular problem with the combination. It is also possible.

(First embodiment)
A vehicle display device 100 according to a first embodiment will be described with reference to FIGS. 1 to 4. The vehicle display device 100 of the first embodiment is installed (applied) to a vehicle 10 having an automatic driving function during traffic congestion. Hereinafter, the vehicle display device 100 will be referred to as a display device 100.

The display device 100 includes an HCU (Human Machine Interface Control Unit) 160, as shown in FIG. The display device 100 displays vehicle running information such as vehicle speed, engine speed, transmission shift position, and navigation information from a navigation system (locator 30 in this case) on a display unit (a plurality of display devices described below). Display. Furthermore, the display device 100 displays information related to automatic driving on the display section.

The display device 100 is connected to a locator 30, a surrounding monitoring sensor 40, an in-vehicle communication device 50, a first automatic driving ECU 60, a second automatic driving ECU 70, and a vehicle control ECU 80 mounted on the vehicle 10 via a communication bus 90 and the like. has been done.

The locator 30 forms a navigation system, and generates own vehicle position information and the like through composite positioning that combines a plurality of pieces of acquired information. The locator 30 includes a GNSS (Global Navigation Satellite System) receiver 31, an inertial sensor 32, a map database (hereinafter referred to as "map DB") 33, a locator ECU 34, and the like. The locator 30 corresponds to the acquisition unit of the present disclosure.

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

The inertial sensor 32 is a sensor that detects inertial force acting on the vehicle 10. The inertial sensor 32 includes, for example, a gyro sensor and an acceleration sensor.

The map DB 33 is a nonvolatile memory, and stores map data such as link data, node data, road shapes, and structures. The map data may be a three-dimensional map consisting of point groups of feature points of road shapes and structures. Note that the three-dimensional map may be generated based on a captured image by REM (Road Experience Management). Furthermore, the map data may include traffic regulation information, road construction information, weather 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 on-vehicle communication device 50, which will be described later.

The locator ECU 34 mainly includes a microcomputer equipped with a processor, a memory, an input/output interface, a bus connecting these, and the like. The locator ECU 34 sequentially measures the position of the vehicle 10 (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 vehicle position may be represented by latitude and longitude coordinates, for example. Note that the positioning of the own vehicle may be performed using a travel distance obtained from signals sequentially output from an on-vehicle sensor 81 (vehicle speed sensor, etc.) mounted on the vehicle 10. When using a three-dimensional map consisting of a point group of feature points of road shapes and structures as map data, the locator ECU 34 uses this three-dimensional map and detection by the surrounding monitoring sensor 40 without using the GNSS receiver 31. The vehicle position may be specified using the results.

Surroundings monitoring sensor 40 is an autonomous sensor that monitors the surrounding environment of vehicle 10. The surroundings monitoring sensor 40 detects moving objects such as pedestrians, cyclists, non-human animals, and other vehicles 20 from a detection range around the vehicle 10, as well as fallen objects on the road, guardrails, curbs, road signs, and driving zones. It is possible to detect road markings such as lines, median strips, and stationary objects such as roadside structures. The surroundings monitoring sensor 40 provides detection information on objects around the vehicle 10 to the first automatic driving ECU 60, the second automatic driving ECU 70, etc. via the communication bus 90. The surrounding monitoring sensor 40 includes, for example, a front camera 41 and a millimeter wave radar 42 as a detection configuration for object detection. The surrounding monitoring sensor 40 corresponds to the acquisition unit of the present disclosure.

The front camera 41 outputs at least one of image data obtained by photographing the front range of the vehicle 10 and an analysis result of the image data as detection information.

A plurality of millimeter wave radars 42 are arranged, for example, on each of the front and rear bumpers of the vehicle 10 at intervals. The millimeter wave radar 42 irradiates millimeter waves or quasi-millimeter waves toward the front range, front side range, rear range, rear side range, etc. of the vehicle 10 . The millimeter wave radar 42 generates detection information through a process of receiving reflected waves reflected by moving objects, stationary objects, and the like. Note that the surrounding monitoring sensor 40 includes other detection configurations such as LiDAR (Light Detection and Ranging/Laser Imaging Detection and Ranging) that detects point groups of feature points of features, and sonar that receives reflected waves of ultrasonic waves. It may be

The on-vehicle communication device 50 is a communication module mounted on the vehicle 10. The in-vehicle communication device 50 has at least the function of V2N (Vehicle to cellular Network) communication in accordance with communication standards such as LTE (Long Term Evolution) and 5G, and communicates with base stations etc. around the vehicle 10. Send and receive radio waves. The in-vehicle communication device 50 may further have functions such as vehicle to roadside infrastructure (hereinafter referred to as "V2I") communication and vehicle to vehicle (hereinafter referred to as "V2V") communication. The in-vehicle communication device 50 enables cooperation between the cloud and the in-vehicle system (Cloud to Car) through V2N communication. By installing the on-vehicle communication device 50, the vehicle 10 becomes a connected car that can be connected to the Internet. The in-vehicle communication device 50 corresponds to the acquisition unit of the present disclosure.

The in-vehicle communication device 50 uses, for example, VICS (Vehicle Information and Communication System) to obtain road traffic information such as traffic congestion conditions and traffic regulations from FM multiplex broadcasts and beacons provided on roads. In VICS, for example, a judgment speed is determined in advance for each type of road (general road, expressway, etc.), and if the vehicle speed of a vehicle (other vehicle 20) on each type of road falls below the judgment speed, it will cause a traffic jam. It is determined that an occurrence has occurred. This determination speed is, for example, 10 km/h on ordinary roads and 40 km/h on expressways. The in-vehicle communication device 50 grasps the congested section (start point to end point) of the travel destination as the occurrence of traffic jam.

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

The first automatic driving ECU 60 and the second automatic driving ECU 70 each have a configuration mainly including a computer equipped with memories 61, 71, processors 62, 72, an input/output interface, a bus connecting these, and the like. The first automatic driving ECU 60 and the second automatic driving ECU 70 are ECUs that can execute automatic driving control that partially or substantially completely controls the driving of the vehicle 10.

The first automatic driving ECU 60 has a partial automatic driving function that partially performs driving operations for the driver. The second automatic driving ECU 70 has an automatic driving function that can perform driving operations for the driver. As an example, in the automatic driving level defined by the Society of Automotive Engineers of America, the first automatic driving ECU 60 enables partial automatic driving control (advanced driving support) of level 2 or lower, which requires peripheral monitoring.

In the first automatic driving ECU 60, a driving support program stored in the memory 61 causes the processor 62 to execute a plurality of instructions, thereby constructing a plurality of functional units that realize the above-mentioned advanced driving support.

The first automatic driving ECU 60 recognizes the driving environment around the vehicle 10 based on the detection information acquired from the surrounding monitoring sensor 40. As an example, the first automatic driving ECU 60 converts information (lane information) indicating the relative positions and shapes of the left and right dividing lines or road edges of the lane in which the vehicle 10 is currently traveling (hereinafter referred to as the current lane) to the analyzed detection information. Generate as. In addition, the first automatic driving ECU 60 provides information (preceding vehicle information) indicating whether there is a preceding vehicle (other vehicle 20) ahead of the vehicle 10 in the current lane, and if there is a preceding vehicle, its position and speed. is generated as analyzed detection information.

The first automatic driving ECU 60 executes ACC (Adaptive Cruise Control) control that allows the vehicle 10 to travel at a constant speed at a target speed or follow the preceding vehicle based on the preceding vehicle information. The first automatic driving ECU 60 executes LTA (Lane Tracing Assist) control to maintain the vehicle 10 traveling within the lane based on the lane information. Specifically, the first automatic driving ECU 60 generates control commands for acceleration/deceleration or steering angle, and sequentially provides them to a vehicle control ECU 80, which will be described later. ACC control is an example of longitudinal control, and LTA control is an example of lateral control.

The first automatic driving ECU 60 realizes level 2 automatic driving by executing both ACC control and LTA control. Note that the first automatic driving ECU 60 may be able to realize level 1 automatic driving by executing either ACC control or LTA control.

On the other hand, the second automatic driving ECU 70 enables automatic driving control at level 3 or higher without the obligation to monitor the surrounding area at the above automatic driving level. That is, the second automatic driving ECU 70 enables automatic driving in which the driver is permitted to interrupt surrounding monitoring. In other words, the second automatic driving ECU 70 enables automatic driving in which the second task is permitted.

The second task is an action other than driving that is permitted to the driver, and is a predefined specific action.

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

The second automatic driving ECU 70 monitors the driving environment around the vehicle 10 based on the own vehicle position and map data acquired from the locator ECU 34, detection information acquired from the surrounding monitoring sensor 40, communication information acquired from the on-vehicle communication device 50, etc. recognize. For example, the second automatic driving ECU 70 recognizes the current lane position of the vehicle 10, the shape of the current lane, the relative positions and relative speeds of moving objects around the vehicle 10, traffic jam conditions, and the like.

In addition, the second automatic driving ECU 70 determines a manual driving area (MD area) and an automatic driving area (AD area) in the driving area of the vehicle 10, and determines an ST section and a non-ST section in the AD area. The results are sequentially provided to the HCU 160, which will be described later.

The MD area is an area where automatic driving is prohibited. In other words, the MD area is an area defined in which the driver performs all of the longitudinal control, lateral control, and surrounding monitoring of the vehicle 10. For example, the MD area is an area where the driving route is a general road.

The AD area is an area where automatic driving is permitted. In other words, the AD area is an area where the vehicle 10 can substitute for one or more of longitudinal direction (front/rear direction) control, lateral direction (width direction) control, and surrounding monitoring. For example, the AD area is an area where the driving route is an expressway or a motorway.

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

The ST section is, for example, a travel section where traffic congestion occurs (congestion section). Furthermore, the ST section is, for example, a travel section on which a high-precision map has been prepared. The HCU 160, which will be described later, determines that the vehicle is in the ST section if the state in which the traveling speed of the vehicle 10 is within the range below the determination speed continues for a predetermined period. Alternatively, the HCU 160 may determine whether the vehicle is in the ST section using the own vehicle position and traffic congestion information obtained from the on-vehicle communication device 50 using VICS or the like. Furthermore, in addition to the traveling speed of the vehicle 10 (congestion traveling section conditions), the HCU 160 also determines whether other vehicles are around the vehicle (self-vehicle) 10 (in the same lane or in an adjacent lane) on a road with two or more lanes. It may be determined whether or not the vehicle is in the ST section based on conditions such as the presence of 20 drivers, the presence of a median strip on the road, and the possession of high-precision map data.

In addition to the congested section, the HCU 160 determines the area where specific conditions other than the traffic jam are satisfied regarding the surrounding environment of the vehicle 10 (constant speed driving without traffic congestion on the expressway, following driving, LTA (lane keeping driving), etc.). The possible interval may be set as the ST interval.

The automatic driving system including the first and second automatic driving ECUs 60 and 70 described above enables the vehicle 10 to perform at least level 2 and level 3 automatic driving.

Vehicle control ECU 80 is an electronic control device that performs acceleration/deceleration control and steering control of vehicle 10. 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 mounted on the vehicle 10, such as a vehicle speed sensor and a steering angle sensor, and performs various driving controls such as an electronically controlled throttle, a brake actuator, and an EPS (Electric Power Steering) motor. Outputs control signals to devices. Vehicle control ECU 80 acquires control instructions for vehicle 10 from first automatic driving ECU 60 or second automatic driving ECU 70, and controls each driving control device to realize automatic driving according to the control instructions.

Further, the vehicle control ECU 80 is connected to an on-vehicle sensor 81 that detects driving operation information of driving members by the driver. The on-vehicle sensor 81 includes, for example, a pedal sensor that detects the amount of depression of an accelerator pedal, a steering sensor that detects the amount of steering, and the like. In addition, the on-vehicle sensor 81 includes a vehicle speed sensor that detects the traveling speed of the vehicle 10, a rotation sensor that detects the operating rotation speed of a travel drive unit (engine, travel motor, etc.), a shift sensor that detects the shift position of the transmission, etc. Also includes. Vehicle control ECU 80 sequentially provides the detected driving operation information, vehicle operation information, etc. to HCU 160.

Next, the configuration of the display device 100 will be explained. The display device 100 includes a plurality of display devices as a display section and an HCU 160 as a display control section. 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 referred to as HUD) 110, a meter display 120, a center information display (hereinafter referred to as CID) 130, and the like. The plurality of display devices may further include respective displays EMB (rear display), EML (left display), and 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 content such as still images or moving images to the driver as visual information. As the image content, for example, images of a driving road (driving lane), a vehicle (own vehicle) 10, another vehicle 20, etc. are used.

The HUD 110 projects the light of the image formed in front of the driver onto a projection area defined on the front windshield of the vehicle 10, based on the control signal and video data acquired from the HCU 160. The image light reflected toward the inside of the vehicle 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 within the viewing angle displayed by the HUD 110, overlapping the foreground of the vehicle 10.

The meter display 120 and the CID 130 are configured mainly using, for example, a liquid crystal display or an OLED (Organic Light Emitting Diode) display. Meter display 120 and CID 130 display various images on the display screen based on control signals and video data acquired from HCU 160. The meter display 120 is, for example, a main display section installed in front of the driver's seat. The CID 130 is a sub-display section 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 a display screen by a driver or the like, a swipe operation, and the like.

In this embodiment, an example will be described in which a meter display 120 (main display section) is used as the display section.

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 to the driver as auditory information based on the control signal and voice data acquired from the HCU 160. That is, the audio device 140 is an information presentation device that can present information in a manner different from visual information.

The operating device 150 is an input unit that accepts user operations by a driver or the like. For example, user operations related to starting and stopping each level of the automatic driving function are input to the operating device 150. The operation device 150 includes, for example, a steering switch provided on the spokes of the steering wheel, an operation lever provided on the steering column, a voice input device that recognizes the content of the driver's utterances, and icons for touch operations in the CID 130 ( switch), etc.

The HCU 160 controls the display on the meter display 120 based on the information acquired by the locator 30, the surrounding monitoring sensor 40, the in-vehicle communication device 50, the first automatic driving ECU 60, the second automatic driving ECU 70, the vehicle control ECU 80, etc. (details will be explained later). The HCU 160 mainly includes a computer equipped with a memory 161, a processor 162, an input/output interface, a bus connecting these, and the like.

The memory 161 is at least one type of non-transitional tangible storage medium (non- It is a transitory (tangible storage medium). The memory 161 stores various programs executed by the processor 162, such as a presentation control program to be described later.

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

Processor 162 executes a plurality of instructions included in the presentation control program stored in memory 161. As a result, the HCU 160 constructs a plurality of functional units for controlling presentation to the driver. In this manner, in the HCU 160, the presentation control program stored in the memory 161 causes the processor 162 to execute a plurality of instructions, thereby constructing a plurality of functional units.

HCU 160 acquires the recognition result of the driving environment from first automatic driving ECU 60 or second automatic driving ECU 70. HCU 160 grasps the surrounding state of vehicle 10 based on the acquired recognition result. Specifically, the HCU 160 grasps the approach to the AD area, the entry into the AD area, the approach to the ST section (congested section), the entry into the ST section, etc. Instead of the recognition results obtained from the first and second automatic driving ECUs 60 and 70, the HCU 160 may grasp the surrounding state based on information directly obtained from the locator ECU 34, the surrounding monitoring sensor 40, and the like.

HCU 160 determines that automatic driving cannot be permitted when vehicle 10 is traveling in the MD area. On the other hand, the HCU 160 determines that level 2 or higher automatic driving can be permitted when the vehicle is traveling in an AD area. Furthermore, the HCU 160 determines that level 2 automatic driving can be permitted when driving in a non-ST section of the AD area, and allows level 3 automatic driving when driving in an ST section. Determine that it is possible.

HCU 160 determines the level of automated driving to be actually executed based on the surrounding state of vehicle 10, the state of the driver, the currently permitted automated driving level, information input to operating device 150, and the like. That is, when an instruction to start a currently permitted automatic driving level is acquired as input information, the HCU 160 determines to execute the automatic driving level.

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

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

The configuration of the display device 100 is as described above, and the operation and effects will be explained below with reference to FIGS. 2 to 4.

The present embodiment mainly takes as an example a case in which, in contrast to automatic driving level 2, automatic driving level 3 (traffic following driving) is implemented in a congested area when traveling on an expressway. Conditions that enable automatic driving level 3 (predetermined automatic driving possible conditions) include, for example, the vehicle speed is 10 km/h or less, and other vehicles block the front and left and right sides of the own vehicle 10 in multiple driving lanes. 20 (or road shoulder) exists.

For example, when the occurrence of a traffic jam (vehicle speed of 40 km/h or less) is detected from the VICS information of the in-vehicle communication device 50 (“Congestion Detection” in FIG. 2), the HCU 160 determines the conditions for automatic driving. Until the condition is satisfied (“Lv3 Possible” in FIG. 2), transition information related to the transition to automatic driving is displayed on the meter display 120 using images of the driving road, the own vehicle 10, other vehicles 20, etc. ("Migration information display" in FIG. 2).

As shown in FIG. 3, the transition information uses a flat display format, and includes images of the own vehicle 10 in multiple driving lanes (three lanes in this case), as well as the front and left and right positions of the own vehicle 10. This is an image of the other vehicle area OA that is formed. The other vehicle area OA indicates the position of the other vehicle 20 with respect to the own vehicle 10 that enables automatic driving level 3 during traffic congestion. Here, in a plurality of driving lanes, positions corresponding to the front and left and right sides of the host vehicle 10 are other vehicle areas OA. The other vehicle area OA is, for example, a rectangular frame image with broken lines ("Display frame" in FIG. 2).

The HCU 160 then grasps the position of the own vehicle 10 using the locator 30 and the position of the other vehicle 20 using the surrounding monitoring sensor 40 and the on-vehicle communication device 50. As shown in FIG. 4, as traffic jams occur, other vehicles 20 are actually located in front of the host vehicle 10 and in all other vehicle areas OA on the left and right for a predetermined period of time (for example, 5 seconds). When the time has elapsed, the HCU 160 confirms the determination that there is a traffic jam. Then, the HCU 160 displays the image of the other vehicle 20 within the other vehicle area OA (dashed line rectangular frame) as transition information, and further changes the broken line rectangular frame to a solid line rectangular frame (in FIG. ”).

When the transition information is displayed as shown above (Figure 4), it indicates that transition to automatic driving is possible ("Lv3 possible" in Figure 2), and furthermore, the HCU 160 indicates that automatic driving is possible. Along with the determination, a request to switch to automatic driving is displayed on the meter display 120 to the driver ("Level 3 possible notification" in FIG. 2). The driver performs an operation on the operating device 150 to switch to automatic driving level 3 ("Lv3 trigger" in FIG. 2).

As described above, in this embodiment, when the occurrence of a traffic jam is detected from the position information of the host vehicle 10 and the traffic congestion information of the other vehicle 20, the HCU 160 detects the driving road, Transition information related to the transition to automatic driving is displayed on the meter display 120 using images of at least one of the other vehicles 20 including the own vehicle 10.

As a result, the driver can clearly recognize the current traffic jam state based on the transition information on the meter display 120, and can therefore correctly grasp whether or not it is possible to transition to automatic driving. In other words, the driver can determine whether the vehicle 10 is traveling in order to transition to autonomous driving level 3 in traffic jams, or whether it is simply driving at low speed in traffic jams without being able to transition to autonomous driving level 3. You will be able to understand what is going on.

(Modification 1 of the first embodiment)
Modification 1 of the first embodiment is shown in FIGS. 5 and 6. In Modification 1 of the first embodiment, the driving road, the own vehicle 10, the other vehicle 20, and the other vehicle area OA are changed from a planar display format to an overhead display format. This provides a realistic display, making it easier for drivers to understand the state of traffic jams.

(Modification 2 of the first embodiment)
A second modification of the first embodiment is shown in FIGS. 7 and 8. In the second modification of the first embodiment, the conditions for enabling automatic driving are changed, and the display form of the other vehicle area OA is changed accordingly. FIG. 7 shows an example of a plane display, and FIG. 8 shows an example of an overhead display.

Here, in contrast to the first embodiment, the conditions for enabling automatic driving are a case where the actual vehicle speed is 10 km/h or less and the other vehicle 20 exists only in front of the own vehicle 10. Therefore, in the meter display 120, the other vehicle area OA as transition information is formed and displayed (displayed in a broken line frame) only in front of the host vehicle 10, and when the other vehicle 20 is located in the other vehicle area OA ahead, the other vehicle area OA An image of the other vehicle 20 is displayed within the car area OA, and the frame line is changed to a solid line. When this condition is met, transition to automatic driving is possible and switching to automatic driving level 3 is performed.

Also in this embodiment, by displaying migration information, the same effects as in the first embodiment can be obtained.

(Second embodiment)
A second embodiment is shown in FIGS. 9 and 10. In the second embodiment, the HCU 160 displays a possible area PA1 where automatic driving is possible as transition information.

Here, the conditions that enable automatic driving level 3 are the vehicle speed condition (10 km/h or less) and the position of the host vehicle 10 to follow with respect to the other vehicle 20. Therefore, the possible area PA1 is information indicating which of the plurality of other vehicles 20 forming the traffic jam, which other vehicle 20 should be behind to enable automatic driving level 3.

FIG. 9 shows an example in which a position directly behind the other vehicle 20 in front of the vehicle 10 is formed as the possible area PA1 in the lane in which the host vehicle 10 is traveling. Further, FIG. 10 shows an example in which a position where the host vehicle 10 is surrounded by other vehicles 20 (including the road shoulder) on the front, right and left sides in a plurality of driving lanes is formed as the possible area PA1. Possible area PA1 is formed, for example, as a rectangular area display image.

HCU 160 grasps the position of own vehicle 10 using locator 30 and the position of other vehicle 20 using surrounding monitoring sensor 40 and on-vehicle communication device 50 . Then, the HCU 160 displays the own vehicle 10, other vehicles 20, and possible areas PA1 in the plurality of driving lanes on the meter display 120. When the host vehicle 10 enters the possible area PA1 at a vehicle speed of 10 km/h or less as shown by the arrows in FIGS. 9 and 10, the transition to automatic driving is determined to be possible and the switch to automatic driving level 3 is performed. be exposed.

Thereby, the driver can easily grasp whether or not transition to automatic driving is possible based on the position of the own vehicle 10 with respect to the possible area PA1.

(Modification 1 of the second embodiment)
Modification 1 of the second embodiment is shown in FIGS. 11 and 12. In the first modification of the second embodiment, the driving road, the host vehicle 10, the other vehicle 20, and the possible area PA1 are changed from a flat display format to an overhead display format. This provides a realistic display, making it easier for drivers to understand the state of traffic jams and the possibility of transitioning to automated driving.

Although FIGS. 11 and 12 show the case of a road having a plurality of driving lanes, in the case of a road with one lane on each side, the display can be as shown in FIG. 13.

(Third embodiment)
A third embodiment is shown in FIG. In the third embodiment, unlike the second embodiment (FIGS. 9 and 10), the possible area PA2 is indicated by a driving lane in which the other vehicle 20 should follow.

For example, when the own vehicle 10 approaches the other vehicle 20 side, there are positions where the own vehicle 10 is sandwiched between the other vehicles 20 in front of the own vehicle 10 and at left and right positions. Therefore, the HCU 160 displays the driving lane itself including this position as the possible area PA2.

HCU 160 grasps the position of own vehicle 10 using locator 30 and the position of other vehicle 20 using surrounding monitoring sensor 40 and on-vehicle communication device 50 . Then, the HCU 160 displays the own vehicle 10, other vehicles 20, and possible areas PA2 in the plurality of driving lanes on the meter display 120. When the host vehicle 10 enters the possible area PA2 at a vehicle speed of 10 km/h or less, it is determined that the transition to automatic driving is possible, and the switching to automatic driving level 3 is performed.

Thereby, the driver can easily grasp whether or not transition to automatic driving is possible based on the position of the own vehicle 10 with respect to the possible area PA2.

(Modification 1 of the third embodiment)
Modification 1 of the third embodiment is shown in FIG. 15. In the first modification of the third embodiment, the driving road, the host vehicle 10, the other vehicle 20, and the possible area PA2 are changed from a planar display format to an overhead display format. This provides a realistic display, making it easier for drivers to understand the state of traffic jams and the possibility of transitioning to automated driving.

(Fourth embodiment)
A fourth embodiment is shown in FIG. In the fourth embodiment, the HCU 160 displays, as transition information, other vehicles 21 forming a traffic jam in a format different from the normal display. FIG. 16 shows a case where the screen is displayed in a plane.

For example, when the other vehicle 20 is normally displayed in blue, the HCU 160 displays the other vehicle 21 in a traffic jam in red (hatched in FIG. 16). In FIG. 16, other vehicles 21 are connected to each other toward their destination, and are displayed in red to indicate that they are in a traffic jam. In addition, the other vehicle 20 in the right lane in FIG. 16 has no other vehicle 20 toward its destination, and the other vehicle 20 in the left lane has a certain distance to the other vehicle 21 in front, and both are in traffic jams. There is no status, and it is displayed in blue.

In this way, the other vehicles 21 that form a traffic jam are distinguished from the other vehicles 20 that do not form a traffic jam, for example by color, so that the driver can clearly grasp the traffic jam situation. If you get behind the vehicle 21, you can easily understand that the transition to automatic driving is possible.

(Modification 1 of the fourth embodiment)
Modification 1 of the fourth embodiment is shown in FIGS. 17 and 18. Modification 1 of the fourth embodiment differs from the fourth embodiment in that an identification display is provided for other vehicles 21 forming a traffic jam.

The identification display in FIG. 17 is, for example, an identification display using characters such as "traffic jam" added to the rear of the image of the other vehicle 21. Further, the identification display in FIG. 18 is, for example, an image representing blinking at the rear of the image of the other vehicle 21. In addition, various types of identification display (expression of identification) can be used, such as changing the design of the image of the other vehicle 21 or changing the drawing line type. Thereby, effects similar to those of the fourth embodiment can be obtained.

(Modification 2 of the fourth embodiment)
A second modification of the fourth embodiment is shown in FIG. In the fourth embodiment, the display format on the meter display 120 may be an overhead display as opposed to a flat display (FIG. 16). This provides a realistic display, making it easier for drivers to understand the state of traffic jams and the possibility of transitioning to automated driving.

(Variation 3 of the fourth embodiment)
A third modification of the fourth embodiment is shown in FIG. 20. In modification 3, the HCU 160 displays, as transition information, only the driving lanes in which traffic congestion following driving is possible among the plurality of driving lanes. For example, as shown in FIG. 20(a), when there is no congestion in the right lane among the three lanes, the HCU 160 displays the following information on the meter display 120 as shown in FIG. 20(b). Only the vehicle's own lane and the left lane are displayed, making it appear as if it were a two-lane road. As a result, the driver can clearly understand the traffic congestion situation, and can easily understand that, for example, if the driver drives in his own vehicle lane or the left lane, it is possible to shift to automatic driving.

(Fifth embodiment)
A fifth embodiment is shown in FIG. In the fifth embodiment, the HCU 160 displays, as transition information, all other vehicles 21 forming a traffic jam, other than the last other vehicle 21, as one band-shaped traffic jam area 22 (one block). FIG. 21 shows a case where the screen is displayed in a plane. Thereby, the same effect as the fourth embodiment (FIG. 16) can be obtained.

(Modification 1 of the fifth embodiment)
Modification 1 of the fifth embodiment is shown in FIG. 22. In the fifth embodiment, the display format on the meter display 120 may be an overhead display as opposed to a flat display (FIG. 21). This provides a realistic display, making it easier for drivers to understand the state of traffic jams and the possibility of transitioning to automated driving.

(Sixth embodiment)
A sixth embodiment is shown in FIG. 23. In the sixth embodiment, the HCU 160 displays, as transition information, a prohibited area IA1 in which automatic driving is not possible. The prohibited area IA1 is, for example, an area where there are no other vehicles 20 in the left and right travel lanes, and the conditions for shifting to automatic driving (traffic following driving) are not satisfied. By displaying the prohibited area IA1 in this way, it is possible to understand that the transition to special operation is not possible.

(Seventh embodiment)
The seventh embodiment is shown in FIGS. 24 to 26. In the seventh embodiment, the HCU 160 displays other vehicles 21 forming a traffic jam as a traffic jam area 22 (predetermined block) as transition information.

For example, FIG. 24 shows an example in which all other vehicles 21 forming a traffic jam other than the host vehicle 10 are displayed as the traffic jam area 22. Further, FIG. 25 shows an example in which other vehicles 21 in the lane in which the host vehicle 10 is traveling (own lane) are displayed individually, and other vehicles 21 in other travel lanes (other lanes) are displayed as a congested area 22. ing. Further, FIG. 26 shows an example in which other vehicles 21 adjacent to the host vehicle 10 are displayed individually, and other vehicles are displayed as a congested area 22.

This allows the driver to clearly understand the traffic jam situation and easily understand which lane to drive in to enable transition to automatic driving.

(Eighth embodiment)
The eighth embodiment is shown in FIG. In the eighth embodiment, for example, when the HCU 160 detects the possibility of clearing the traffic jam at the travel destination (for example, the vehicle speed is 40 km/h or more) from the position information of the own vehicle 10 and the traffic congestion information of the other vehicle 20, Transition information corresponding to congestion relief is displayed on the meter display 120.

That is, when the HCU 160 detects the possibility of resolving traffic congestion, the HCU 160 uses images of the driving road, the own vehicle 10, other vehicles 20, etc., to achieve automatic driving level 3 or higher (level 3 or higher) until the automatic driving resolving condition is satisfied. 2 automatic operation) to automatic operation level 2 or lower (first automatic operation) (Lv3→Lv2) is displayed on the meter display 120.

Note that the points that satisfy the automatic operation cancellation condition are the points described as "Lv2 or lower, or manual operation" in FIG. 27. After detecting the possibility of congestion relief, the HCU 160 notifies the driver of a driving change. Upon receiving the "driver change notification," the driver performs "hands-on and surrounding monitoring" in preparation for automatic driving level 2 or lower. Further, after the traffic jam elimination conditions are satisfied, the HCU 160 performs "display for automatic driving level 2 or manual driving".

Thereby, the driver can clearly recognize the current state of congestion relief based on the transition information on the meter display 120, and can therefore correctly grasp whether or not it is possible to transition to the first automatic driving mode. A specific example of transition information corresponding to congestion relief will be described below.

(Ninth embodiment)
A ninth embodiment is shown in FIG. In the ninth embodiment, the HCU 160 displays the host vehicle 10 and the other vehicle 20 in a bird's-eye view as transition information. This provides a realistic display, making it easier for the driver to understand the state of congestion relief and the possibility of transitioning to automatic driving level 2 or lower.

(Modification 1 of the ninth embodiment)
When displaying the transition information (overhead display) in FIG. It is preferable to switch to an intermediate position between a predetermined position and a high position. As the height position serving as the viewpoint becomes relatively higher, the farther position in front will be displayed.

As described above, the height position serving as the viewpoint is first set from a predetermined position to a higher position than the predetermined position, so that the driver can see the situation of other vehicles 20 (relief of traffic congestion) to a position further ahead. status). Thereafter, the height position serving as the viewpoint is switched to an intermediate position, so that the driver can grasp the standard front area.

(Modification 2 of the ninth embodiment)
The HCU 160 preferably switches the height position serving as the viewpoint in the bird's-eye view display each time the vehicle speed of the host vehicle 10 exceeds a predetermined threshold value that is set in stages. The predetermined threshold value can be, for example, 40 km/h, 50 km/h, 60 km/h, etc. The HCU 160 sets the height position of the viewpoint in the bird's-eye view display to a predetermined position at a vehicle speed of 40 km/h, sets the height position of the viewpoint to a high position at a vehicle speed of 50 km/h, and further sets the height position of the viewpoint to a predetermined position at a vehicle speed of 60 km/h. , the height position of the viewpoint is set as the intermediate position. This makes it possible to display an overhead view according to the vehicle speed.

(Variation 3 of the ninth embodiment)
A third modification of the ninth embodiment is shown in FIG. 29. In the third modification of the ninth embodiment, the HCU 160 displays the vehicles 10 and 20 in a bird's-eye view (FIG. 29(a)) and in a two-dimensional display from directly above (FIG. 29(a)) as transition information. b)) and alternately. The bird's-eye view display makes it easier to see the front and far side of the host vehicle 10, and the planar display makes it easier to see the situation near the host vehicle 10.

(10th embodiment)
A tenth embodiment is shown in FIG. In the tenth embodiment, the HCU 160 displays other vehicles 20 as a congested area 22 (clump) during a traffic jam, and switches the display of the congested area 22 to a display for each other vehicle 20 as transition information when the traffic congestion is resolved. By displaying the information for each other vehicle 20 in this way, the driver can appropriately understand how traffic congestion is being cleared.

(Modification 1 of the 10th embodiment)
In contrast to the tenth embodiment described above, the HCU 160 switches from the congestion area 22 (clump display) to the display for each other vehicle 20 based on the inter-vehicle distance with the other vehicle 20 in front or the vehicle speed of the own vehicle 10. It is recommended to do this in accordance with the upward change in . Thereby, it is possible to more appropriately grasp the status of congestion relief.

(Eleventh embodiment)
The eleventh embodiment is shown in FIG. 31. In the eleventh embodiment, the HCU 160 displays only the driving lane of the host vehicle 10 (own lane) during a traffic jam, and switches to a display that includes surrounding driving lanes (surrounding lanes) as transition information when the traffic congestion is resolved. . As a result, the driver can appropriately grasp the status of congestion relief including surrounding driving lanes.

(12th embodiment)
The twelfth embodiment is shown in FIGS. 32 and 33. In the twelfth embodiment, as shown in FIG. 32, when congestion reoccurs after congestion elimination (recongestion detection), the HCU 160 displays an indication that the recongestion is different from the occurrence of congestion before the congestion elimination. (Congestion display again). The re-congestion display can be, for example, a character display such as "re-congestion" near the own vehicle 10, as shown in FIG. Thereby, the driver can distinguish and recognize the previous traffic jam and the re-congestion after the traffic congestion has cleared.

(13th embodiment)
A thirteenth embodiment is shown in FIG. In the thirteenth embodiment, the HCU 160 displays only the driving lane of the host vehicle 10 (own lane) during a traffic jam, and when the traffic jam occurs again, the HCU 160 switches the display to include surrounding driving lanes (peripheral lanes). At this time, the HCU 160 prohibits the display from returning to displaying only the driving lane of the own vehicle 10. This allows the driver to clearly understand that the previous traffic jam is a new traffic jam.

(Modification 1 of the thirteenth embodiment)
In contrast to the thirteenth embodiment described above, the HCU 160 displays a display including surrounding driving lanes (surrounding lanes) during a traffic jam, and displays a bird's-eye view of the own vehicle 10 and other vehicles 20 from a predetermined height position. do. When the traffic jam reoccurs after the traffic congestion has been cleared, the system displays information including surrounding driving lanes, switches the height position that serves as a viewpoint for bird's-eye view display to a position higher than a predetermined height position, and further You may make it switch to a position lower than a predetermined position. By switching the height position that serves as a viewpoint for bird's-eye view display to a position higher than the predetermined height position, the driver can appropriately grasp a farther position ahead in a traffic jam. Furthermore, by switching the height position serving as a viewpoint to an intermediate position, the driver can grasp the standard front area.

(14th embodiment)
The fourteenth embodiment is shown in FIG. In the fourteenth embodiment, the HCU 160 determines whether the second automatic driving is at the automatic driving level 3 or higher due to traffic congestion and when the second automatic driving is at the automatic driving level 3 or higher during traffic congestion on a predetermined road such as an expressway. Change the content of migration information.

Specifically, when the second automatic driving at automatic driving level 3 or higher due to traffic congestion is resolved, the HCU 160 displays the host vehicle 10 and the other vehicle 20 in a two-dimensional display (FIG. 35(a)), and displays a predetermined When the second automatic driving at the automatic driving level 3 or higher during traffic congestion on the road is canceled, the host vehicle 10 and the other vehicle 20 are displayed in an overhead view (FIG. 35(b)). As a result, when the automatic driving level 3 or higher due to traffic congestion is resolved, the speed of the host vehicle 10 is relatively low, and the situation of other vehicles 20 around the host vehicle 10 can be understood by displaying the flat display. can do. In addition, when the automatic driving level 3 or higher during traffic congestion on a predetermined road is resolved, the speed of the own vehicle 10 is relatively high, and by displaying it in a bird's-eye view, it is possible to The situation of the vehicle 20 can be grasped.

(Modification 1 of the 14th embodiment)
Modification 1 of the fourteenth embodiment is shown in FIGS. 36 and 37. In Modification 1 of the 14th embodiment, the HCU 160 determines that when the second automatic driving at automatic driving level 3 or higher due to traffic congestion is resolved, the icon representing the host vehicle 10 will be at automatic driving level 2 or lower. The display shown below is performed ("Lv2" in FIG. 36(a)). Furthermore, when the second automatic driving at automatic driving level 3 or higher during traffic congestion on a predetermined road is canceled, the HCU 160 indicates that automatic driving level 3 will continue for the icon representing the own vehicle 10 (Fig. 36 (b) “Lv3”). Alternatively, the HCU 160 changes the mode of the icon depending on when the predetermined road is congested ("Lv3 congestion" in FIG. 37(a)) and when the predetermined road is normal ("Lv3 normal" in FIG. 37(b)).

As a result, in FIG. 36, the driver is able to appropriately distinguish whether the automatic driving level 3 or higher due to traffic congestion is resolved or the automatic driving level 3 or higher during traffic congestion on a predetermined road is resolved. can. Further, in FIG. 37, the driver can appropriately distinguish whether the situation is a traffic jam on a predetermined road or a normal situation on a predetermined road.

(15th embodiment)
The fifteenth embodiment is shown in FIG. In the fifteenth embodiment, the HCU 160 controls the display mode of the other vehicle 20 in front when the vehicle speed of the other vehicle 20 in front exceeds the cleared vehicle speed (for example, 50 km/h) which is the condition for eliminating the traffic jam. change. For example, the HCU 160 changes the color of the other vehicle 20. Thereby, the driver can appropriately grasp the timing for clearing the traffic jam based on the display mode of the other vehicle 20 ahead.

(Other embodiments)
In each of the above embodiments, it has been described that the detection of traffic congestion is determined based on, for example, VICS information, but the determination may be made based on two or more conditions. If the possibility of a traffic jam occurring is clearly low, the information is unnecessary for the driver, so by using a plurality of determination conditions, the reliability of traffic jam determination can be increased.

For example, traffic congestion may be detected not only from VICS information but also from a vehicle speed sensor, such that traffic jams may be detected from a vehicle speed sensor in front of the own vehicle 10 in multiple driving lanes even though the vehicle speed is below a predetermined value (for example, 10 km/h or less). Also, transition information may be displayed when automatic driving level 3 is not possible because there are no other vehicles 20 blocking the left and right sides.

Furthermore, if the other vehicles 20 are the same for a certain period of time when a traffic jam is detected, it is preferable to detect the occurrence of a traffic jam and execute each of the above embodiments. For example, even if other vehicles 20 are present in front of the own vehicle 10 for a long time, if there is a flow of other vehicles 20 taking turns, it is preferable not to determine that there is a traffic jam.

Further, when detecting traffic congestion and displaying other vehicles 20 on the meter display 120, there are cases where many other vehicles 20 overlap, making it difficult to visually recognize the area where the traffic is congested. In such a case, the visibility of the congested area can be improved by increasing the transparency of the other vehicle 20, for example.

Furthermore, when using information on driving lanes (lane identifiers) as information for determining the occurrence of a traffic jam, it is preferable to add data on the coordinates of other vehicles 20 to estimate the area where the traffic is congested.

Further, in each of the embodiments described above, the meter display 120 is used as the display unit, but the display unit is not limited to this, and another HUD 110 or CID 130 may be used as the display unit. When the CID 130 is used as a display unit, a display related to automatic driving and an operation (touch operation) for switching to automatic driving can be realized by the CID 130.

Further, the CID 130 may be formed of a plurality of CIDs, for example, and the meter display 120 and the plurality of CIDs may be a pillar-to-pillar type display unit arranged horizontally in a row on the instrument panel.

The disclosure in this specification, drawings, etc. is not limited to the illustrated embodiments. The disclosure includes the illustrated embodiments and variations thereon by those skilled in the art. For example, the disclosure is not limited to the combinations of parts and/or elements illustrated in the embodiments. The disclosure can be implemented in various combinations. The disclosure may have additional parts that can be added to the embodiments. The disclosure includes those in which parts and/or elements of the embodiments are omitted. The disclosure encompasses any substitutions or combinations of parts and/or elements between one embodiment and other embodiments. The disclosed technical scope is not limited to the description of the embodiments. The technical scope of some of the disclosures is indicated by the description of the claims, and should be understood to include equivalent meanings and all changes within the scope of the claims.

The control unit and the method described in the present disclosure are implemented by a dedicated computer provided by configuring a processor and memory that are programmed to perform one or more functions embodied by a computer program. I made it happen.

However, the controller and techniques described in this disclosure may also be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits.

Alternatively, the control unit and the method described in the present disclosure 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 with.

The computer program may also be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.

10 Vehicle, own vehicle 20 Other vehicles 22 Congestion area (one block)
30 Locator (acquisition part)
40 Surrounding monitoring sensor (acquisition unit)
50 In-vehicle communication device (acquisition section)
100 Vehicle display device 120 Meter display (display section)
160 Human machine interface control unit (control unit)
OA Other vehicle area PA1 Possible area (position of vehicle)
PA2 Possible area (driving lane)
IA1 prohibited area

Claims (27)

an acquisition unit (30, 40, 50) that acquires vehicle position information and traffic congestion information of other vehicles (20) traveling around the vehicle;
When the occurrence of a traffic jam is detected based on the location information and the traffic jam information, the vehicle and at least one of the road on which it is traveling and the other vehicle are a display control unit (160) that displays transition information related to transition to automatic driving on a display unit (120) that displays driving information of the vehicle using an image including
The display control unit displays a predetermined other vehicle area (OA) around the vehicle as the transition information, and determines that automatic driving is possible when the other vehicle enters the other vehicle area. Device. an acquisition unit (30, 40, 50) that acquires vehicle position information and traffic congestion information of other vehicles (20) traveling around the vehicle;
When the occurrence of a traffic jam is detected based on the location information and the traffic jam information, the vehicle and at least one of the road on which it is traveling and the other vehicle are a display control unit (160) that displays transition information related to transition to automatic driving on a display unit (120) that displays driving information of the vehicle using an image including
The display control unit is a vehicle display device that displays possible areas (PA1, PA2) where automatic driving is possible as the transition information. an acquisition unit (30, 40, 50) that acquires vehicle position information and traffic congestion information of other vehicles (20) traveling around the vehicle;
When the occurrence of a traffic jam is detected based on the location information and the traffic jam information, the vehicle and at least one of the road on which it is traveling and the other vehicle are a display control unit (160) that displays transition information related to transition to automatic driving on a display unit (120) that displays driving information of the vehicle using an image including
The display control unit is a vehicle display device that displays, as the transition information, all of the other vehicles forming the traffic jam other than the last other vehicle in one block (22). an acquisition unit (30, 40, 50) that acquires vehicle position information and traffic congestion information of other vehicles (20) traveling around the vehicle;
When the occurrence of a traffic jam is detected based on the location information and the traffic jam information, the vehicle and at least one of the road on which it is traveling and the other vehicle are a display control unit (160) that displays transition information related to transition to automatic driving on a display unit (120) that displays driving information of the vehicle using an image including
The display control unit is a vehicle display device that displays, as the transition information, a prohibited area ( IA1 ) in which automatic driving is not possible. The vehicle display device according to claim 1 , wherein the display control unit displays possible areas (PA1, PA2) in which automatic driving is possible as the transition information. The vehicle display device according to claim 2 or 5 , wherein the possible area is a position (PA1) of the vehicle to follow with respect to the other vehicle. The vehicle display device according to claim 2 or 5 , wherein the possible area is a driving lane (PA2) in which the other vehicle should follow. The vehicle display device according to claim 1, wherein the display control unit displays the other vehicle forming the traffic jam in a form different from a normal display as the transition information. The display device for a vehicle according to claim 1, wherein the display control unit displays, as the transition information, all other vehicles other than the last one among the other vehicles forming the traffic jam in one block (22). . The vehicle display device according to claim 1, wherein the display control unit displays, as the transition information, a prohibited area ( IA1 ) in which automatic driving is prohibited. The vehicle display device according to claim 1 , wherein the display control unit displays the other vehicles forming the traffic jam as a predetermined cluster as the transition information. The vehicle display device according to claim 11 , wherein the display control unit displays the other vehicles in the own lane individually, and displays the other vehicles in the other lane as the cluster. The vehicle display device according to claim 11 , wherein the display control unit displays other vehicles adjacent to the vehicle individually, and displays other vehicles as the cluster. an acquisition unit (30, 40, 50) that acquires vehicle position information and traffic congestion information of other vehicles (20) traveling around the vehicle;
When the possibility of resolving the traffic jam is detected from the location information and the traffic jam information, at least one of the vehicle, the traveling road, and the other vehicle will Related to the transition from the second automated driving at automated driving level 3 or above, which does not require surrounding monitoring, to the first automated driving, which is automated driving level 2 or lower, which requires manual driving or surrounding monitoring. a display control unit (160) that displays transition information on a display unit (120) that displays travel information of the vehicle ;
The display control unit is a vehicle display device that displays only the own lane during the traffic jam, and switches to a display that includes surrounding lanes as the transition information when the traffic congestion is resolved. an acquisition unit (30, 40, 50) that acquires vehicle position information and traffic congestion information of other vehicles (20) traveling around the vehicle;
When the possibility of resolving the traffic jam is detected from the location information and the traffic jam information, at least one of the vehicle, the traveling road, and the other vehicle will Related to the transition from the second automated driving at automated driving level 3 or above, which does not require surrounding monitoring, to the first automated driving, which is automated driving level 2 or lower, which requires manual driving or surrounding monitoring. a display control unit (160) that displays transition information on a display unit (120) that displays travel information of the vehicle ;
When the traffic jam re-occurs after the traffic congestion has been cleared,
The display control unit is a vehicular display device that displays a message indicating that the traffic jam is reoccurring, which is different from the occurrence of the traffic jam before the congestion relief. an acquisition unit (30, 40, 50) that acquires vehicle position information and traffic congestion information of other vehicles (20) traveling around the vehicle;
When the possibility of resolving the traffic jam is detected from the location information and the traffic jam information, at least one of the vehicle, the traveling road, and the other vehicle will Related to the transition from the second automated driving at automated driving level 3 or above, which does not require surrounding monitoring, to the first automated driving, which is automated driving level 2 or lower, which requires manual driving or surrounding monitoring. a display control unit (160) that displays transition information on a display unit (120) that displays travel information of the vehicle ;
The display control unit changes the content of the transition information depending on whether the second automatic driving is at an automatic driving level 3 or higher due to traffic congestion or when the second automatic driving is at automatic driving level 3 or higher during traffic congestion on a predetermined road. display device. an acquisition unit (30, 40, 50) that acquires vehicle position information and traffic congestion information of other vehicles (20) traveling around the vehicle;
When the possibility of resolving the traffic jam is detected from the location information and the traffic jam information, at least one of the vehicle, the traveling road, and the other vehicle will Related to the transition from the second automated driving at automated driving level 3 or above, which does not require surrounding monitoring, to the first automated driving, which is automated driving level 2 or lower, which requires manual driving or surrounding monitoring. a display control unit (160) that displays transition information on a display unit (120) that displays travel information of the vehicle ;
The display control unit is a vehicle display device that alternately switches between displaying the vehicle in a bird's-eye view and displaying the vehicle in a planar view from directly above, as the transition information. The vehicle display device according to claim 15 , wherein the display control unit displays the vehicle in a bird's-eye view as the transition information. The display control unit switches the height position serving as a viewpoint for the bird's-eye view display in the order of a predetermined position, a position higher than the predetermined position, and an intermediate position between the predetermined position and the higher position. 19. The vehicle display device according to 18 . 20. The vehicle display device according to claim 19 , wherein the display control unit switches the height position serving as the viewpoint every time a predetermined threshold value that is set in stages with respect to the vehicle speed of the vehicle is exceeded. The vehicle according to claim 15 , wherein the display control unit displays the other vehicles as a cluster during the traffic jam, and switches the display of the cluster to a display for each other vehicle as the transition information when the traffic jam is resolved. display device. 22. The display control unit switches from displaying the cluster to displaying each other vehicle in response to an increase in the distance between the other vehicles in front or the vehicle speed of the vehicle. display device for vehicles. When the traffic jam re-occurs after the traffic congestion has been cleared,
15. The vehicle display device according to claim 14 , wherein the display control unit displays an indication that the traffic jam is reoccurring, which is different from the occurrence of the traffic jam before the congestion relief. The display control unit displays only the own lane during the traffic jam, and when the traffic jam occurs again, the display control unit switches the display to include the surrounding lanes, and prohibits the display from returning to the display of only the own lane. 24. The vehicle display device according to item 23 . The display control unit displays a display including the surrounding lanes at the time of the traffic jam and a bird's-eye view of the vehicle from a predetermined height position, and displays a display including the surrounding lanes when the traffic jam occurs again. At the same time as performing the display, the height position serving as the viewpoint for displaying the vehicle in a bird's-eye view is switched to a position higher than the predetermined height position, and further switched to a lower position than the predetermined height position. 24. The vehicle display device according to item 23 . When the second automatic driving at an automatic driving level of 3 or higher due to traffic congestion is canceled, the display control unit displays the vehicle in a flat display, and displays the vehicle at an automatic driving level of 3 or higher during a traffic jam on the predetermined road. 17. The vehicle display device according to claim 16 , wherein when the second automatic operation is canceled, the vehicle is displayed in a bird's-eye view. The display control unit displays, when the second automatic operation at an automatic operation level 3 or higher due to the traffic congestion is resolved, the icon representing the vehicle is at the automatic operation level 2 or lower; When the second automatic driving at automatic driving level 3 or higher during a traffic jam on the predetermined road is canceled, the icon indicates that automatic driving level 3 is continued, or when the second automatic driving is at the automatic driving level 3 or higher during a traffic jam on the predetermined road, 17. The vehicular display device according to claim 16, wherein the mode of the icon is changed depending on the normal time on the predetermined road.

Images