Vehicle display device

Abstract

The vehicle display device of the present invention comprises: a display unit (120) for displaying vehicle driving information; an acquisition unit (30, 40, 50) for acquiring vehicle position information and congestion information of other vehicles (20) traveling around the vehicle; and a display control unit (160) for displaying transition information related to transition to automatic driving on the display unit using images of the driving road and at least one of other vehicles including the vehicle, if congestion is detected based on the position information and the congestion information, until the prescribed conditions for automatic driving of the vehicle in the congestion are met.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on Japanese Patent Application No. 2020-140154 filed in Japan on August 21, 2020, and Japanese Patent Application No. 2021-120890 filed in Japan on July 21, 2021, and the contents of the basic applications are cited in their entirety by reference. Technical Field

[0003] The present disclosure relates to a vehicle display device used in a vehicle having an automatic driving function. Background Art

[0004] For example, there is a known vehicle control device described in Patent Document 1. In the vehicle control device of Patent Document 1, for example, when driving on a highway, if it is determined that congestion has occurred based on congestion information provided by a system such as VICS (Vehicle information and communication System: a registered trademark of vehicle information and communication), the congestion section is greater than a specified distance, and the vehicle speed is less than a specified value, it is possible to switch to automatic driving and start automatic driving. Automatic driving is, for example, driving that keeps a constant distance from the vehicle ahead in the congestion and follows the vehicle. Moreover, after starting automatic driving, if the automatic driving stop condition is met, the automatic driving is stopped.

[0005] Patent Document 1: Japanese Patent Application Publication No. 2005-324661.

[0006] However, the driver does not necessarily accurately understand the judgment conditions (VICS information, congestion section, vehicle speed, etc. in the above-mentioned Patent Document 1) when the vehicle control device judges the occurrence of congestion. Therefore, even if the driver feels that he / she is entering congestion, if the judgment conditions are not met, the vehicle control device will not (cannot) switch to automatic driving accompanied by congestion, so the driver may feel uncomfortable. Summary of the invention

[0007] In view of the above-mentioned problems, an object of the present disclosure is to provide a vehicle display device that can easily convey a congestion state to a user until a condition enabling autonomous driving is satisfied.

[0008] A first disclosed vehicle display device includes:

[0009] A display unit, displaying the driving information of the vehicle;

[0010] an acquisition unit that acquires position information of the vehicle and congestion information of other vehicles traveling around the vehicle; and

[0011] If the display control unit detects congestion based on the location information and the congestion information, the display control unit displays transition information related to the transition to automatic driving on the display unit using images of the travel road and at least one of other vehicles including the vehicle until the prescribed conditions for automatic driving of the vehicle during the congestion are met.

[0012] The display control unit displays a predetermined other vehicle area (OA) around the vehicle as transition information, and determines that the automatic driving is possible when another vehicle enters the other vehicle area.

[0013] Alternatively, the display control unit displays the possible areas (PA1, PA2) where autonomous driving is possible as the transition information.

[0014] Alternatively, the display control unit displays other vehicles other than the last vehicle among other vehicles forming the congestion as the transfer information using one block (22).

[0015] Alternatively, the display control unit displays a disabled area (IP1) where autonomous driving is disabled as transition information.

[0016] According to the present disclosure, the driver can clearly recognize the current congestion state through the transition information on the display unit, and can therefore accurately understand whether the vehicle can be switched to automatic driving.

[0017] A second disclosed vehicle display device is characterized by comprising:

[0018] A display unit, displaying the driving information of the vehicle;

[0019] an acquisition unit that acquires position information of the vehicle and congestion information of other vehicles traveling around the vehicle; and

[0020] If the display control unit detects the possibility of eliminating congestion based on the position information and the congestion information, the display control unit displays on the display unit transition information related to the transition from the second automatic driving level 3 or above without the obligation to monitor the surrounding area to manual driving or the first automatic driving level 2 or below with the obligation to monitor the surrounding area, using images of the travel road and at least one of other vehicles including the vehicle, during the period until the prescribed automatic driving elimination conditions for the vehicle in the congestion are met.

[0021] The display control unit only displays the lane in which the vehicle is located when traffic is congested.

[0022] Switches to include the display of surrounding lanes as diversion information when congestion is cleared.

[0023] Or, after the congestion is eliminated, when it becomes congested again,

[0024] The display control unit displays the fact that congestion has occurred again, which is different from the congestion before the congestion is eliminated.

[0025] Alternatively, when the second autonomous driving is at or above autonomous driving level 3 accompanied by congestion and when the autonomous driving level is at or above congestion on a predetermined road, the display control unit changes the content of the transfer information.

[0026] The display control unit alternately switches between the bird's-eye view display of the vehicle and the planar display from directly above as the transition information.

[0027] According to the present disclosure, the driver can clearly recognize the current state of clearing the congestion through the transition information on the display unit, and can therefore accurately understand whether the vehicle can shift to the first automatic driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a block diagram showing the overall structure of a vehicle display device.

[0029] Figure 2 This is a time chart showing the timing of displaying transfer information during congestion detection.

[0030] Figure 3 It is an explanatory diagram showing a plurality of other vehicle regions at the time of planar display in the first embodiment.

[0031] Figure 4 It means in Figure 3 An illustration of a state in which another vehicle enters an area of ​​multiple other vehicles.

[0032] Figure 5 It is an explanatory diagram showing a plurality of other vehicle regions when displaying from a bird's-eye view in Modification 1 of the first embodiment.

[0033] Figure 6 It means in Figure 5 An illustration of a state in which another vehicle enters an area of ​​multiple other vehicles.

[0034] Figure 7 This is an explanatory diagram showing a state when another vehicle enters one of the other vehicle areas in the plan display in the second modification of the first embodiment.

[0035] Figure 8 It means that other vehicles enter relative to Figure 7 An illustration of the state of another vehicle area when viewed from above.

[0036] Fig. 9 It is an explanatory diagram showing a possible area on one driving lane in the second embodiment.

[0037] Fig.10It is an explanatory diagram showing possible areas on a plurality of driving lanes in the second embodiment.

[0038] Fig.11 It is an explanatory diagram showing a possible area (vehicle position) on one driving lane during bird's-eye view display in Modification 1 of the second embodiment.

[0039] Fig.12 It is an explanatory diagram showing possible areas (vehicle positions) on a plurality of driving lanes during bird's-eye view display in Modification 1 of the second embodiment.

[0040] Fig.13 It is an explanatory diagram showing a case of one lane on one side in Modification 1 of the second embodiment.

[0041] Fig.14 It is an explanatory diagram showing possible areas (traveling lanes) on a plurality of driving lanes at the time of planar display in the third embodiment.

[0042] Fig.15 It is an explanatory diagram showing possible areas (traveling lanes) on a plurality of driving lanes during bird's-eye view display in Modification 1 of the third embodiment.

[0043] Fig.16 It is an explanatory diagram showing other vehicles forming a traffic jam during plan display in the fourth embodiment.

[0044] Fig.17 It is an explanatory diagram showing other vehicles causing traffic congestion in Modification 1 of the fourth embodiment.

[0045] Fig.18 It is an explanatory diagram showing other vehicles causing traffic congestion in Modification 1 of the fourth embodiment.

[0046] Fig.19 It is an explanatory diagram showing other vehicles forming a traffic jam during bird's-eye view display in Modification 2 of the fourth embodiment.

[0047] Fig. 20 It is an explanatory diagram showing other vehicles forming a traffic jam during bird's-eye view display in Modification 3 of the fourth embodiment.

[0048] Fig.21 This is an explanatory diagram that also shows other vehicles forming a traffic jam during the plan display in the fifth embodiment.

[0049] Fig. 22 This is an explanatory diagram that also shows other vehicles forming a traffic jam during bird's-eye view display in Modification 1 of the fifth embodiment.

[0050] Fig.23 It is an explanatory diagram showing a disabled area according to the sixth embodiment.

[0051] Fig.24 This is an explanatory diagram that also shows other vehicles forming a traffic jam during the planar display in the seventh embodiment.

[0052] Fig.25 This is an explanatory diagram that also shows other vehicles forming a traffic jam during the planar display in the seventh embodiment.

[0053] Fig.26 This is an explanatory diagram that also shows other vehicles forming a traffic jam during the planar display in the seventh embodiment.

[0054] Fig. 27 This is a time chart showing the timing of displaying the transfer information when the congestion is eliminated.

[0055] Fig.28 It is an explanatory diagram showing a ninth embodiment.

[0056] Fig.29 It is an explanatory diagram showing Modification 1 of the ninth embodiment.

[0057] Fig.30 It is an explanatory diagram showing the tenth embodiment.

[0058] Fig.31 It is an explanatory diagram showing the eleventh embodiment.

[0059] Fig.32 This is a time chart showing the timing of displaying the transition information when congestion reoccurs after congestion is eliminated.

[0060] Fig.33 It is an explanatory diagram showing the twelfth embodiment.

[0061] Fig.34 It is an explanatory diagram showing a thirteenth embodiment.

[0062] Fig.35 It is an explanatory diagram showing a fourteenth embodiment.

[0063] Fig.36 It is an explanatory diagram showing Modification 1 of the fourteenth embodiment.

[0064] Fig.37 It is an explanatory diagram showing a second modification of the fourteenth embodiment.

[0065] Fig.38 It is an explanatory diagram showing the fifteenth embodiment. DETAILED DESCRIPTION

[0066] Hereinafter, a plurality of methods for implementing the present disclosure will be described with reference to the accompanying drawings. Sometimes, in each method, the same reference numerals are used for the parts corresponding to the matters described in the previous method, and repeated descriptions are omitted. In the case where only a part of the structure is described in each method, other methods described previously can be applied to the other parts of the structure. Not only are the combinations of parts that can be specifically combined in each embodiment explicitly indicated, but also the embodiments can be partially combined with each other even if not explicitly indicated, as long as there is no particular obstacle to the combination.

[0067] (First Embodiment)

[0068] Reference Figure 1 to Figure 4 The vehicle display device 100 of the first embodiment will be described. The vehicle display device 100 of the first embodiment is mounted (applied) to a vehicle 10 having an automatic driving function in a traffic jam. Hereinafter, the vehicle display device 100 is referred to as a display device 100 .

[0069] like Figure 1 As shown, the display device 100 includes an HCU (Human Machine Interface Control Unit) 160. The display device 100 displays vehicle driving information such as vehicle speed, engine speed, transmission movement position, and navigation information based on a navigation system (here, positioner 30) on a display unit (a plurality of display devices described later). In addition, the display device 100 displays information related to automatic driving on the display unit.

[0070] The display device 100 is connected to the positioner 30 , the surrounding monitoring sensor 40 , the vehicle communicator 50 , the first automatic driving ECU 60 , the second automatic driving ECU 70 , and the vehicle control ECU 80 mounted on the vehicle 10 via a communication bus 90 or the like.

[0071] The positioner 30 forms a navigation system, and generates vehicle position information, etc. by combining multiple acquired information for composite positioning. The positioner 30 includes a GNSS (Global Navigation Satellite System) receiver 31, an inertial sensor 32, a map database (hereinafter, "map DB") 33, and a positioner ECU 34. The positioner 30 corresponds to the acquisition unit of the present disclosure.

[0072] The GNSS receiver 31 receives positioning signals from a plurality of positioning satellites.

[0073] The inertial sensor 32 is a sensor that detects the inertial force acting on the vehicle 10. The inertial sensor 32 includes, for example, a gyro sensor and an acceleration sensor.

[0074] Map DB33 is a non-volatile memory that stores map data such as link data, node data, road shape, and structures. The map data may also be a three-dimensional map consisting of a point cloud of characteristic points of road shapes and structures. In addition, the three-dimensional map may also be a map generated by REM (Road Experience Management) based on captured images. In addition, the map data may also include traffic control information, road engineering information, weather information, and signal information. The map data stored in map DB33 is updated regularly or at any time based on the latest information received in the vehicle-mounted communicator 50 described later.

[0075] The positioner ECU 34 is a structure including a microcomputer having a processor, a memory, an input / output interface, and a bus connecting these as a main body. The positioner ECU 34 sequentially locates the position of the vehicle 10 (hereinafter referred to as the vehicle position) by combining the positioning signal received in the GNSS receiver 31, the measurement result of the inertial sensor 32, and the map data of the map DB 33.

[0076] The vehicle position may be represented by latitude and longitude coordinates, for example. In addition, the vehicle position may be located by using the travel distance obtained from the signals sequentially output from the vehicle-mounted sensors 81 (vehicle speed sensor, etc.) mounted on the vehicle 10. When a three-dimensional map consisting of a point cloud of characteristic points of the road shape and structures is used as map data, the positioner ECU 34 may determine the vehicle position by using the three-dimensional map and the detection results of the surrounding monitoring sensor 40 without using the GNSS receiver 31.

[0077] The surrounding monitoring sensor 40 is an autonomous sensor that monitors the surrounding environment of the vehicle 10. The surrounding monitoring sensor 40 can detect moving objects such as pedestrians, cyclists, animals other than humans, and other vehicles 20, and then stationary objects such as fallen objects on the road, road surface displays such as guardrails, curbs, road signs, driving zone lines, and central dividing strips, and structures beside the road. The surrounding monitoring sensor 40 provides the detection information of the surrounding objects of the vehicle 10 to the first automatic driving ECU 60, the second automatic driving ECU 70, etc. through the communication bus 90. The surrounding monitoring sensor 40 has, for example, a front camera 41 and a millimeter wave radar 42 as detection structures for object detection. The surrounding monitoring sensor 40 corresponds to the acquisition unit of the present disclosure.

[0078] The front camera 41 outputs at least one of imaged data obtained by imaging the front range of the vehicle 10 and an analysis result of the imaged data as detection information.

[0079] For example, a plurality of millimeter wave radars 42 are arranged at intervals on the front and rear bumpers of the vehicle 10. The millimeter wave radar 42 irradiates millimeter waves or quasi-millimeter waves toward the front range, front side range, rear range, and rear side range of the vehicle 10. The millimeter wave radar 42 generates detection information by processing the reflected waves received by moving objects and stationary objects. In addition, other detection structures such as LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging: laser radar) that detects the point cloud of feature points of the ground object and sonar that receives the reflected waves of ultrasonic waves may also be included in the surrounding monitoring sensor 40.

[0080] The vehicle-mounted communicator 50 is a communication module mounted on the vehicle 10. The vehicle-mounted communicator 50 has at least a V2N (Vehicle to cellular Network) communication function that complies with communication standards such as LTE (LongTerm Evolution) and 5G, and transmits and receives radio waves between base stations and the like around the vehicle 10. The vehicle-mounted communicator 50 may also 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 vehicle-mounted communicator 50 is capable of collaboration between the cloud and the vehicle-mounted system (Cloud to Car) through V2N communication. By installing the vehicle-mounted communicator 50, the vehicle 10 becomes a connected vehicle that can be connected to the Internet. The vehicle-mounted communicator 50 corresponds to the acquisition unit of the present disclosure.

[0081] The vehicle-mounted communicator 50 obtains road traffic information such as congestion conditions and traffic control on the road based on FM multiplex broadcasts and beacons installed on the road, for example, by using VICS (Vehicle information and communication System). In VICS, for example, a judgment speed is predetermined for each of various roads (general roads, highways, etc.), and if the speed of the vehicle (other vehicles 20) traveling on the various roads is lower than the judgment speed, it is determined that congestion has occurred. For example, the judgment speed uses 10 km / h for general roads and 40 km / h for highways. The vehicle-mounted communicator 50 grasps the congestion section (starting point to ending point) of the driving destination as the congestion occurrence situation.

[0082] The in-vehicle communication device 50 provides congestion information based on VICS or the like to the first and second automatic driving ECUs 60 and 70 , the HCU 160 , and the like.

[0083] The first automatic driving ECU 60 and the second automatic driving ECU 70 are respectively composed of a computer having memories 61, 71, processors 62, 72, input / output interfaces, and buses connecting these. 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 driving of the vehicle 10.

[0084] The first automatic driving ECU 60 has a partial automatic driving function that partially replaces the driver's driving operation. The second automatic driving ECU 70 has an automatic driving function that can replace the driver's driving operation. As an example, among the automatic driving levels specified by the American Automobile Technology Association, the first automatic driving ECU 60 can perform partial automatic driving control (advanced driving assistance) below level 2 with surrounding monitoring obligations.

[0085] The first automatic driving ECU 60 causes the processor 62 to execute a plurality of instructions through the driving assistance program stored in the memory 61 , thereby constructing a plurality of functional units that realize the above-mentioned advanced driving assistance.

[0086] The first automatic driving ECU 60 recognizes the driving environment around the vehicle 10 based on the detection information obtained from the surrounding monitoring sensor 40. As an example, the first automatic driving ECU 60 generates information (lane information) indicating the relative position and shape of the left and right dividing lines or road ends of the lane (hereinafter, the current lane) in which the vehicle 10 is currently traveling as the analyzed detection information. In addition, the first automatic driving ECU 60 generates information (previous vehicle information) indicating the presence or absence of a preceding vehicle (another vehicle 20) in front of the vehicle 10 in the current lane, and the position and speed of the preceding vehicle if there is a preceding vehicle, as the analyzed detection information.

[0087] The first automatic driving ECU 60 performs ACC (Adaptive Cruise Control) control to achieve constant speed driving of the vehicle 10 at a target speed, or follow-up driving of the vehicle in front, based on the preceding vehicle information. The first automatic driving ECU 60 performs LTA (Lane Tracing Assist) control to maintain the vehicle 10 driving within the lane based on the lane information. Specifically, the first automatic driving ECU 60 generates control instructions for acceleration and deceleration or steering angle, and sequentially provides them to the vehicle control ECU 80 described later. ACC control is an example of longitudinal control, and LTA control is an example of lateral control.

[0088] The first automatic driving ECU 60 implements level 2 automatic driving by executing both ACC control and LTA control. Alternatively, the first automatic driving ECU 60 may implement level 1 automatic driving by executing either ACC control or LTA control.

[0089] On the other hand, the second automatic driving ECU 70 can perform automatic driving control above level 3 without the obligation to monitor the surroundings in the above-mentioned automatic driving levels. That is, the second automatic driving ECU 70 can implement automatic driving with the driver allowing the interruption of the surrounding monitoring. In other words, the second automatic driving ECU 70 can implement automatic driving that allows the second task.

[0090] The so-called second task is a specific behavior specified in advance with respect to the behavior other than driving that the driver is allowed to perform.

[0091] The second automatic driving ECU 70 causes the processor 72 to execute a plurality of instructions through the automatic driving program stored in the memory 71 , thereby constructing a plurality of functional units that realize the above-mentioned automatic driving.

[0092] The second automatic driving ECU 70 recognizes the driving environment around the vehicle 10 based on the vehicle position and map data obtained from the positioner ECU 34, the detection information obtained from the surrounding monitoring sensor 40, the communication information obtained from the vehicle-mounted communicator 50, etc. For example, the second automatic driving ECU 70 recognizes the position of the current lane of the vehicle 10, the shape of the current lane, the relative position and relative speed of the moving objects around the vehicle 10, the congestion situation, etc.

[0093] In addition, the second automatic driving ECU 70 distinguishes the manual driving area (MD area) and the automatic driving area (AD area) in the driving area of ​​the vehicle 10, and distinguishes the ST section and the non-ST section in the AD area, and provides the recognition results to the HCU 160 described later in sequence.

[0094] The MD area is an area where automatic driving is prohibited. In other words, the MD area is an area where the driver is required to perform all longitudinal control, lateral control, and surrounding monitoring of the vehicle 10. For example, the MD area is an area where the driving path is a general road.

[0095] The AD area is an area where automatic driving is allowed. In other words, the AD area is an area where the vehicle 10 can replace one or more of longitudinal (front and rear direction) control, lateral (width direction) control, and surrounding monitoring. For example, the AD area is set to an area where the driving road is a highway or a dedicated road for automobiles.

[0096] The AD area is divided into a non-ST section that allows autonomous driving below level 2 and a ST section that allows autonomous driving above level 3. In the present embodiment, the non-ST section that allows autonomous driving at level 1 is the same as the non-ST section that allows autonomous driving at level 2.

[0097] The ST section is, for example, a driving section where congestion occurs (congested section). In addition, the ST section is, for example, a driving section equipped with a high-precision map. The HCU160 described later determines that it is an ST section when the driving speed of the vehicle 10 is within a range below the judgment speed for a predetermined period of time. Alternatively, the HCU160 may also use the position of the vehicle and the congestion information obtained from the on-board communicator 50 through VICS or the like to determine whether it is an ST section. Furthermore, in addition to the driving speed of the vehicle 10 (congested driving section condition), the HCU160 may also determine whether it is an ST section based on the conditions that the driving road has more than two lanes, there are other vehicles 20 around the vehicle (the vehicle) 10 (the same lane and adjacent lanes), there is a central dividing strip in the driving road, and high-precision map data is held.

[0098] In addition to the congested section, the HCU 160 may set a section where a specific condition other than congestion is satisfied regarding the surrounding environment of the vehicle 10 (constant speed driving, following driving, LTA (lane keeping driving) without congestion on a highway) as the ST section.

[0099] The automatic driving system including the first and second automatic driving ECUs 60 and 70 described above can execute automatic driving corresponding to at least level 2 and level 3 in the vehicle 10 .

[0100] The vehicle control ECU 80 is an electronic control device that performs acceleration and deceleration control and steering control of the vehicle 10. As the vehicle control ECU 80, there are a power unit control ECU and a brake ECU that perform acceleration and deceleration control, and a steering ECU that performs steering control. The vehicle control ECU 80 obtains detection signals output from various sensors such as a vehicle speed sensor and a steering angle sensor mounted on the vehicle 10, and outputs control signals to various driving control devices such as an electronically controlled throttle, a brake actuator, and an EPS (Electric Power Steering) motor. The vehicle control ECU 80 obtains control instructions for the vehicle 10 from the first automatic driving ECU 60 or the second automatic driving ECU 70, and controls various driving control devices to achieve automatic driving according to the control instructions.

[0101] In addition, the vehicle control ECU 80 is connected to a vehicle-mounted sensor 81 that detects driving operation information based on the driver's driving components. The vehicle-mounted sensor 81 includes, for example, a pedal sensor that detects the amount of depression of the accelerator pedal, and a steering sensor that detects the amount of steering manipulation of the steering wheel. In addition, the vehicle-mounted sensor 81 also includes a vehicle speed sensor that detects the driving speed of the vehicle 10, a rotation sensor that detects the operating speed of the driving drive unit (engine, driving motor, etc.), and a speed sensor that detects the moving position of the transmission. The vehicle control ECU 80 sequentially provides the detected driving operation information, vehicle operation information, etc. to the HCU 160.

[0102] Next, the configuration of the display device 100 will be described. The display device 100 includes a plurality of display devices as a display unit and an HCU 160 as a display control unit. In addition, the display device 100 is provided with an audio device 140, an operation device 150, and the like.

[0103] The plurality of display devices include a head-up display (hereinafter, HUD) 110, an instrument display 120, and a center information display (hereinafter, CID) 130. The plurality of display devices may also include displays EMB (rear display), EML (left display), and EMR (right display) of an electronic mirror system. HUD 110, instrument display 120, and CID 130 are display units that present image contents such as still images or dynamic images as visual information to the driver. The image contents use images of, for example, a driving road (driving lane), a vehicle (host vehicle) 10, and other vehicles 20.

[0104] Based on the control signal and image data obtained from the HCU 160, the HUD 110 projects the light of the image formed in front of the driver to a projection area specified on the front windshield of the vehicle 10. The light of the image reflected from the front windshield to the inner side of the vehicle interior is perceived by the driver sitting in the driver's seat. In this way, the HUD 110 displays a virtual image in the space forward of the projection area. The driver visually recognizes the virtual image within the field of view displayed by the HUD 110 by overlapping it with the foreground of the vehicle 10.

[0105] The instrument display 120 and CID 130 are, for example, structures based on a liquid crystal display or an OLED (Organic Light Emitting Diode) display. The instrument display 120 and CID 130 display various images on the display screen based on the control signal and image data obtained from the HCU 160. The instrument display 120 is, for example, a main display unit arranged in front of the driver's seat. CID 130 is a sub-display unit arranged in the central area in the vehicle width direction in front of the driver. For example, CID 130 is arranged above the central instrument cluster in the instrument panel. CID 130 has the function of a touch panel, such as detecting touch operations and tapping operations on the display screen by the driver.

[0106] In the present embodiment, a case where the meter display 120 (main display unit) is used as the display unit will be described as an example.

[0107] The audio device 140 has a plurality of speakers installed in the vehicle interior. The audio device 140 presents a notification sound or a voice message as auditory information to the driver based on a control signal and voice data acquired from the HCU 160. That is, the audio device 140 is an information presenting device capable of presenting information in a form different from visual information.

[0108] The operation device 150 is an input unit that receives user operations by the driver or the like. User operations related to starting and stopping the various levels of the autonomous 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 operating lever provided on the steering column portion, a voice input device for recognizing the driver's speech content, and icons (switches) for touch operations in the CID 130.

[0109] The HCU 160 controls the display on the instrument display 120 based on the information obtained by the above-mentioned positioner 30, the surrounding monitoring sensor 40, the vehicle-mounted communicator 50, the first automatic driving ECU 60, the second automatic driving ECU 70, and the vehicle control ECU 80 (described in detail later). The HCU 160 is a structure including a computer having a memory 161, a processor 162, an input / output interface, and a bus connecting these as a main body.

[0110] The memory 161 is a non-transitory tangible storage medium such as a semiconductor memory, a magnetic medium, an optical medium, etc., which stores programs and data that can be read by a computer in a non-temporary manner or in a non-transitory manner. The memory 161 stores various programs executed by the processor 162, such as a prompt control program described later.

[0111] The processor 162 is hardware for calculation processing and includes, for example, at least one of a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), and a RISC (Reduced Instruction Set Computer)-CPU as a core.

[0112] The processor 162 executes a plurality of commands included in the prompt control program stored in the memory 161. Thus, the HCU 160 constructs a plurality of functional units for controlling prompts to the driver. In this way, in the HCU 160, the processor 162 executes a plurality of commands through the prompt control program stored in the memory 161, thereby constructing a plurality of functional units.

[0113] HCU160 obtains the recognition result of the driving environment from the first automatic driving ECU60 or the second automatic driving ECU70. HCU160 grasps the surrounding state of the vehicle 10 based on the obtained recognition result. Specifically, HCU160 grasps the approach to the AD area, the entry to the AD area, the approach to the ST section (congested section) and the entry to the ST section. HCU160 can also grasp the surrounding state based on the information directly obtained from the positioner ECU34, the surrounding monitoring sensor 40, etc. instead of the recognition result obtained from the first and second automatic driving ECU60, 70.

[0114] When the vehicle 10 is traveling in the MD area, the HCU 160 determines that the automatic driving cannot be permitted. On the other hand, when traveling in the AD area, the HCU 160 determines that the automatic driving of level 2 or higher can be permitted. Furthermore, when traveling in a non-ST section in the AD area, the HCU 160 determines that the automatic driving of level 2 can be permitted, and when traveling in the ST section, the HCU 160 determines that the automatic driving of level 3 can be permitted.

[0115] The HCU 160 determines the actual automatic driving level to be executed based on the surrounding state of the vehicle 10, the state of the driver, the currently permitted automatic driving level, and the input information to the operation device 150. That is, when the HCU 160 obtains the start instruction of the currently permitted automatic driving level as input information, it determines the execution of the automatic driving level.

[0116] The HCU 160 controls the presentation of content related to autonomous driving. Specifically, the HCU 160 selects content to be presented on each of the display devices 110 , 120 , and 130 based on various information.

[0117] HCU 160 generates control signals and video data to be provided to the display devices 110, 120, 130, and control signals and audio data to be provided to the audio device 140. HCU 160 outputs the generated control signals and data to the presentation devices, thereby providing information presentation to the display devices 110, 120, 130.

[0118] The structure of the display device 100 is as described above. Figure 2 to Figure 4 , explain the work and effects.

[0119] In this embodiment, the case where the autonomous driving level 3 (congestion following driving) in the congestion occurrence section is implemented in contrast to the autonomous driving level 2 during highway driving is taken as an example. The conditions for enabling the autonomous driving level 3 (prescribed autonomous driving possible conditions) are, for example, the case where the vehicle speed is 10 km / h or less and there are other vehicles 20 (or road shoulders) in multiple driving lanes to block the front and left and right of the host vehicle 10.

[0120] Furthermore, for example, if congestion (vehicle speed 40 km / h or less) is detected at the destination based on the VICS information of the vehicle-mounted communication device 50 ( Figure 2 If the “Congestion Detection” in the figure is set, the HCU 160 will continue driving until the conditions for autonomous driving are met ( Figure 2 The information related to the transition to the automatic driving is displayed on the meter display 120 ( Figure 2 "Transfer Information Display" in the .

[0121] like Figure 3 As shown, the transfer information is displayed in a planar manner, and becomes an image of the vehicle 10 on multiple driving lanes (here, three lanes) and an image of the other vehicle area OA formed in front of and to the left and right of the vehicle 10. In congestion, the other vehicle area OA indicates the position of other vehicles 20 relative to the vehicle 10 capable of autonomous driving level 3. Here, in multiple driving lanes, the positions corresponding to the front and left and right of the vehicle 10 become the other vehicle area OA. The other vehicle area OA is, for example, a dotted rectangular frame image ( Figure 2 , in the Display Frame).

[0122] Furthermore, the HCU 160 grasps the position of the host vehicle 10 based on the locator 30 and the position of the other vehicle 20 based on the surrounding monitoring sensor 40 and the vehicle-mounted communicator 50. Figure 4As shown in FIG. 1 , with the occurrence of congestion, other vehicles 20 are actually located in all other vehicle areas OA in front of the host vehicle 10 and on the left and right. If a predetermined time (e.g., 5 seconds) has passed, the HCU 160 determines that there is congestion. Then, the HCU 160 displays the image of the other vehicle 20 in the other vehicle area OA (dashed line quadrilateral frame) and changes the dashed line quadrilateral frame to a solid line quadrilateral frame ( Figure 2 The "filled box" in the figure is used as the transfer information.

[0123] If the transfer information is displayed as above ( Figure 4 ), it means that the transition to autonomous driving can be made ( Figure 2 In addition, HCU 160 displays a request for the driver to switch to the automatic driving on the meter display 120 in conjunction with the determination that the automatic driving is possible ( Figure 2 The driver switches to the automatic driving level 3 by operating the operating device 150 ( Figure 2 in the "Lv3 Trigger").

[0124] As described above, in this embodiment, based on the position information of the host vehicle 10 and the congestion information of other vehicles 20, if congestion is detected, the HCU 160 uses the image of the driving road and at least one of the other vehicles 20 including the host vehicle 10 to display the transition information related to the transition to automatic driving on the instrument display 120 until the conditions for automatic driving are met.

[0125] Thus, the driver can clearly recognize the current congestion state through the transition information on the meter display 120, and can therefore correctly understand whether it is possible to shift to the automatic driving mode. In other words, the driver can understand whether the vehicle 10 is traveling to shift to the automatic driving level 3 in the congestion, or whether it cannot shift to the automatic driving level 3 and is only traveling at a low speed in the congestion.

[0126] (Variation 1 of the First Embodiment)

[0127] Figure 5 , Figure 6 Modification 1 of the first embodiment is shown. Modification 1 of the first embodiment is a display method in which the traveling road, the vehicle 10, other vehicles 20, and other vehicle area OA are changed from a plan view to a bird's-eye view. This provides a sense of presence and allows the driver to easily understand the state of congestion.

[0128] (Variation 2 of the first embodiment)

[0129] Figure 7 , Figure 8Modification 2 of the first embodiment is shown. Modification 2 of the first embodiment is an example in which the display mode of the other vehicle area OA is changed by changing the automatic driving possible condition. Figure 7 is an example of a flat display, Figure 8 An example of bird's-eye view display is shown.

[0130] Here, in contrast to the first embodiment, the automatic driving condition is set to the actual vehicle speed being 10 km / h or less, and there is only another vehicle 20 in front of the vehicle 10. Therefore, in the meter display 120, the other vehicle area OA as transition information is only displayed (displayed as a dotted frame) in front of the vehicle 10. If the other vehicle 20 is located in the other vehicle area OA in front, the image of the other vehicle 20 is displayed in the other vehicle area OA, and the frame line is changed to a solid line. If this state is satisfied, the transition to automatic driving can be performed, and the switch to automatic driving level 3 is performed.

[0131] In this embodiment, the same effects as those of the first embodiment can be obtained by displaying the transition information.

[0132] (Second Embodiment)

[0133] Fig. 9 , Fig.10 The second embodiment is shown. In the second embodiment, the HCU 160 displays the possible area PA1 where the automatic driving is possible as the transition information.

[0134] Here, the conditions for enabling the automatic driving level 3 are the vehicle speed condition (less than 10 km / h) and the position of the host vehicle 10 that should follow the other vehicle 20. Therefore, the possible area PA1 is information indicating which other vehicle 20 among the multiple other vehicles 20 forming the congestion is followed behind which the automatic driving level 3 can be performed.

[0135] exist Fig. 9 , an example is shown in which the position immediately behind the other vehicle 20 in front of the vehicle 10 is formed as the possible area PA1 in the driving lane. Fig.10 , an example is shown in which the front side and the left and right sides of the host vehicle 10 in a plurality of driving lanes are surrounded by other vehicles 20 (including the road shoulder) as the possible area PA1. The possible area PA1 is formed as a quadrilateral area display image, for example.

[0136] The HCU 160 knows the position of the host vehicle 10 based on the locator 30 and the position of other vehicles 20 based on the surrounding monitoring sensor 40 and the vehicle-mounted communicator 50. In addition, the HCU 160 displays the host vehicle 10, other vehicles 20 and the possible area PA1 in a plurality of driving lanes on the meter display 120. Fig. 9 , Fig.10 As shown by the arrow in , when the host vehicle 10 enters the possible area PA1, it is possible to shift to the automatic driving and switch to the automatic driving level 3.

[0137] Thus, the driver can easily understand whether the transition to automatic driving is possible by knowing where the host vehicle 10 is located relative to the possible area PA1.

[0138] (Variation 1 of the Second Embodiment)

[0139] Fig.11 , Fig.12 The first variation of the second embodiment is shown. The first variation of the second embodiment is formed by changing the display mode of the travel road, the host vehicle 10, other vehicles 20 and the possible area PA1 from a plan view to a bird's-eye view. This makes the display more present, and the driver can easily understand the congestion status and the possibility of transition to automatic driving.

[0140] In addition, Fig.11 , Fig.12 In FIG. 1 , a road with multiple lanes is shown, but in the case of a single lane on one side, it can also be set as Fig.13 Display as shown.

[0141] (Third Embodiment)

[0142] Fig.14 The third embodiment is different from the second embodiment ( Fig. 9 , Fig.10 ), a possible area PA2 is shown in the driving lane where the other vehicle 20 should follow.

[0143] For example, when the host vehicle 10 approaches the other vehicle 20, there are positions in front of and to the left and right of the host vehicle 10 where the host vehicle 10 is sandwiched by the other vehicle 20. Therefore, the HCU 160 displays the driving lane itself including this position as the possible area PA2.

[0144] The HCU 160 grasps the position of the host vehicle 10 based on the locator 30 and the position of the other vehicle 20 based on the surrounding monitoring sensor 40 and the vehicle-mounted communicator 50. In addition, the HCU 160 displays the host vehicle 10, other vehicles 20 and the possible area PA2 in a plurality of driving lanes on the meter display 120. Furthermore, when the vehicle speed is below 10 km / h, if the host vehicle 10 enters the possible area PA2, it is possible to shift to the automatic driving and switch to the automatic driving level 3.

[0145] Thus, the driver can easily understand whether the transition to automatic driving is possible by knowing where the host vehicle 10 is located relative to the possible area PA2.

[0146] (Variation 1 of the Third Embodiment)

[0147] Fig.15 The third embodiment shows a modified example 1. The third embodiment shows a modified example 1 in which the traveling road, the vehicle 10, other vehicles 20, and the possible area PA2 are displayed from a plan view to a bird's-eye view. This makes the display more present, and the driver can easily understand the congestion status and the possibility of transition to automatic driving.

[0148] (Fourth Embodiment)

[0149] Fig.16 A fourth embodiment is shown. In the fourth embodiment, the HCU 160 displays other vehicles 21 forming a congestion as transfer information in a manner different from the normal display. Fig.16 The case of performing a flat display is shown.

[0150] For example, when the HCU 160 normally displays the other vehicles 20 in blue, it displays the other vehicles 21 in a congested state in red. Fig.16 , shown shaded). Fig.16 In FIG. 1 , other vehicles 21 are shown arranged in a row toward the destination and displayed in red, thereby being in a congested state. Fig.16 There are no other vehicles 20 on the right lane heading towards the destination, and there is a certain distance between the other vehicles 20 on the left lane and the other vehicles 21 in front, and there is no congestion, so the display is blue.

[0151] In this way, other vehicles 21 that cause congestion are identified and displayed relative to other vehicles 20 that do not cause congestion, for example, by color, so that the driver can clearly understand the congestion situation, for example, can easily understand that if following behind other vehicles 21, a transition to automatic driving can be made.

[0152] (Variation 1 of the Fourth Embodiment)

[0153] Fig.17 , Fig.18 Modification 1 of the fourth embodiment is shown. Modification 1 of the fourth embodiment is different from the fourth embodiment described above in that an identification display is provided for other vehicles 21 forming a traffic jam.

[0154] Fig.17 The recognition display is, for example, a recognition display based on text such as "congestion" added to the rear of the image of the other vehicle 21. Fig.18 The identification display is, for example, an identification display based on a flashing image at the rear of the image of the other vehicle 21. In addition, as the identification display (recognition expression), various changes such as changing the design of the image of the other vehicle 21 and changing the type of drawing lines can be corresponded. Thus, the same effect as the fourth embodiment can be obtained.

[0155] (Variation 2 of the Fourth Embodiment)

[0156] Fig.19 FIG. 2 shows a second variation of the fourth embodiment. With respect to the fourth embodiment, the display method of the meter display 120 may be different from that of the flat display ( Fig.16 ) is set as a bird's-eye view. This makes it possible to provide a sense of presence, and the driver can easily understand the state of congestion and the possibility of transitioning to autonomous driving.

[0157] (Variation 3 of the Fourth Embodiment)

[0158] Fig. 20 2 shows a modification example 3 of the fourth embodiment. In the modification example 3, the HCU 160 displays only the driving lanes that can perform congestion following driving among the multiple driving lanes as the transition information. Fig. 20 As shown in (a) of , if there is no congestion in the right lane of the 3 lanes, then Fig. 20 As shown in (b), the HCU 160 displays only the own vehicle lane and the left lane as a display method for the instrument display 120, and displays it as if it were a two-lane road. As a result, the driver can clearly understand the congestion situation, for example, if the driver is driving in the own vehicle lane or the left lane, he can easily understand that the automatic driving can be switched.

[0159] (Fifth Embodiment)

[0160] Fig.21 The fifth embodiment is shown. In the fifth embodiment, the HCU 160 displays the other vehicles 21 forming the congestion except the last other vehicle 21 as one strip-shaped congestion area 22 (one block) as the transition information. Fig.21Thus, the same as the fourth embodiment ( Fig.16 ) to the same effect.

[0161] (Variation 1 of the Fifth Embodiment)

[0162] Fig. 22 FIG. 1 shows a modification example 1 of the fifth embodiment. With respect to the fifth embodiment, the display method of the meter display 120 may be different from that of the flat display ( Fig.21 ) is set as a bird's-eye view. This makes it possible to provide a sense of presence, and the driver can easily understand the state of congestion and the possibility of transitioning to autonomous driving.

[0163] (Sixth Embodiment)

[0164] Fig.23 The sixth embodiment is shown. In the sixth embodiment, the HCU 160 displays the impossible area IP1 where the automatic driving is impossible as the transition information. The impossible area IP1 is, for example, an area where there are no other vehicles 20 in the left and right driving lanes and the conditions for transitioning to the automatic driving (congestion following driving) are not met. In this way, by displaying the impossible area IP1, it can be understood that the transition to the automatic driving cannot be performed.

[0165] (Seventh Embodiment)

[0166] Figure 24 to Figure 26 The seventh embodiment is shown. In the seventh embodiment, the HCU 160 displays other vehicles 21 forming a congestion as a congestion area 22 (predetermined block) as transition information.

[0167] For example, in Fig.24 , an example is shown in which all other vehicles 21 forming a congestion except the own vehicle 10 are displayed as a congestion area 22. Fig.25 , another vehicle 21 in the driving lane (own lane) of the host vehicle 10 is displayed separately, and another vehicle 21 in another driving lane (other lane) is displayed as a congestion area 22. Fig.26 , an example is shown in which other vehicles 21 adjacent to the host vehicle 10 are displayed separately and independently, and the other vehicles are displayed as a congestion area 22 .

[0168] This allows the driver to clearly understand the congestion situation and, if so, which lane the vehicle is traveling in, to easily understand whether a transition to automatic driving is possible.

[0169] (Eighth Embodiment)

[0170] Fig. 27In the eighth embodiment, when the HCU 160 detects the possibility of eliminating congestion at the travel destination (for example, the vehicle speed is 40 km / h or more) based on the position information of the own vehicle 10 and the congestion information of other vehicles 20, for example, the HCU 160 displays the transition information corresponding to the elimination of congestion on the instrument display 120.

[0171] That is, if HCU160 detects the possibility of eliminating congestion, it will use images of the driving road, the vehicle 10, and other vehicles 20 to display the transition information (Lv3→Lv2) related to the transition from autonomous driving level 3 or above (second autonomous driving) to autonomous driving level 2 or below (first autonomous driving) on ​​the instrument display 120 until the autonomous driving elimination conditions are met.

[0172] In addition, the point that satisfies the elimination condition of autonomous driving is Fig. 27 In the figure, it is recorded as "Lv2 or below, or manual driving". After detecting the possibility of congestion elimination, HCU160 notifies the driver of "driving alternation". After receiving the "notification of driving alternation", the driver sets the automatic driving level to below 2 and performs "manual operation and surrounding monitoring". In addition, after the congestion elimination conditions are met, HCU160 performs "display when automatic driving level 2 or manual driving".

[0173] Thus, the driver can clearly recognize the current state of congestion elimination through the transition information on the meter display 120, and can therefore accurately understand whether the vehicle can be shifted to the first automatic driving mode. A specific example of the transition information corresponding to congestion elimination will be described below.

[0174] (Ninth Embodiment)

[0175] Fig.28 The ninth embodiment is shown. In the ninth embodiment, the HCU 160 displays the own vehicle 10 and other vehicles 20 from a bird's-eye view as transition information. This provides a sense of presence and allows the driver to easily understand the state of congestion elimination and the possibility of transition to autonomous driving level 2 or lower.

[0176] (Variation 1 of the Ninth Embodiment)

[0177] In the above Fig.28 When displaying the transition information in the above-mentioned display (overhead display), the HUC 160 may switch the height position of the viewpoint for overhead display in the order of a predetermined position, a position higher than the predetermined position, and a position intermediate between the predetermined position and the high position. The higher the height position of the viewpoint is, the farther the position in front is displayed.

[0178] As described above, the height position of the viewpoint is first set from a predetermined position to a position higher than the predetermined position so that the driver can grasp the status of other vehicles 20 (the state of congestion elimination) to a farther position ahead. Then, the height position of the viewpoint is switched to an intermediate position so that the driver can grasp the standard forward area.

[0179] (Variation 2 of the Ninth Embodiment)

[0180] When switching the height position of the viewpoint in the above-mentioned bird's-eye view display, the HCU 160 can implement it every time a predetermined threshold value set in stages relative to the vehicle speed of the host vehicle 10 is exceeded. The predetermined threshold value can be set to 40km / h, 50km / h, 60km / h, etc., for example. When the vehicle speed is 40km / h, the HCU 160 sets the height position of the viewpoint in the bird's-eye view display to a predetermined position, when the vehicle speed is 50km / h, the height position of the viewpoint is set to a high position, and further, when the vehicle speed is 60km / h, the height position of the viewpoint is set to an intermediate position. In this way, a bird's-eye view display corresponding to the vehicle speed can be set.

[0181] (Variation 3 of the Ninth Embodiment)

[0182] Fig.29 FIG. 3 shows a third modification of the ninth embodiment. In the third modification of the ninth embodiment, the HCU 160 alternately switches between the bird's-eye view display of the vehicles 10 and 20 ( Fig.29 (a)), and when viewed from above ( Fig.29 (b)) as transfer information. The situation in the far front side of the vehicle 10 can be easily understood by the bird's-eye view display, and the situation in the vicinity of the vehicle 10 can be easily understood by the plan view display.

[0183] (Tenth Embodiment)

[0184] Fig.30 The tenth embodiment is shown. In the tenth embodiment, the HCU 160 displays other vehicles 20 as a congestion area 22 (block) when congestion occurs, and switches the display of the congestion area 22 to the display of each other vehicle 20 as transition information when congestion is eliminated. In this way, by setting the display to each other vehicle 20, the driver can appropriately understand the state of congestion elimination.

[0185] (Variation 1 of the Tenth Embodiment)

[0186] Compared to the tenth embodiment described above, the HCU 160 can switch from the display of the congestion area 22 (block display) to the display of each other vehicle 20 according to the inter-vehicle distance to the other vehicle 20 ahead or the increase in the vehicle speed of the host vehicle 10. This can further appropriately grasp the status of congestion elimination.

[0187] (Eleventh Embodiment)

[0188] Fig.31 The eleventh embodiment is shown. In the eleventh embodiment, the HCU 160 displays only the driving lane of the host vehicle 10 (host lane) when congested, and switches to a display including the surrounding driving lanes (surrounding lanes) as transition information when the congestion is eliminated. As a result, the driver can appropriately understand the status of the congestion elimination including the surrounding driving lanes.

[0189] (Twelfth Embodiment)

[0190] Fig.32 , Fig.33 In the twelfth embodiment, Fig.32 As shown in FIG. 1 , after congestion is eliminated, when congestion occurs again (re-congestion detection), the HCU 160 displays the meaning of re-congestion different from the congestion before the congestion is eliminated (re-congestion display). The re-congestion display is, for example, Fig.33 As shown, a text display such as "re-congestion" can be provided in the vicinity of the host vehicle 10. This allows the driver to distinguish and recognize the previous congestion and the re-congestion after the congestion is eliminated.

[0191] (Thirteenth embodiment)

[0192] Fig.34 The thirteenth embodiment is shown. In the thirteenth embodiment, the HCU 160 displays only the driving lane of the host vehicle 10 (host lane) when congested, and switches to a display including the surrounding driving lanes (surrounding lanes) when it becomes re-congested. At this time, the HCU 160 is prohibited from returning to displaying only the driving lane of the host vehicle 10. As a result, the driver can clearly understand that the congestion is re-congested compared to the previous congestion.

[0193] (Variation 1 of the Thirteenth Embodiment)

[0194] With respect to the thirteenth embodiment described above, the HCU 160 displays the surrounding driving lanes (surrounding lanes) when there is congestion, and displays the vehicle 10 and other vehicles 20 from a predetermined height position as a bird's-eye view. Moreover, when congestion is eliminated and congestion occurs again, the display may include the surrounding driving lanes, and the height position of the viewpoint for the bird's-eye view may be switched to a position higher than the predetermined height position, and then to a position lower than the predetermined position. By switching the height position of the viewpoint for the bird's-eye view to a position higher than the predetermined height position, the driver can properly grasp a farther position ahead when there is congestion again. Furthermore, by switching the height position of the viewpoint to an intermediate position, the driver can grasp the standard front area.

[0195] (Fourteenth Embodiment)

[0196] Fig.35 In the fourteenth embodiment, the HCU 160 changes the content of the transition information when the second automatic driving is at the automatic driving level 3 or higher with traffic jam and when the automatic driving level is at the automatic driving level 3 or higher with traffic jam on a predetermined road such as an expressway.

[0197] Specifically, when the second automatic driving of the automatic driving level 3 or higher accompanying congestion is cancelled, the HCU 160 displays the own vehicle 10 and other vehicles 20 as flat surfaces ( Fig.35 (a)), when the second automatic driving of the automatic driving level 3 or higher in the case of congestion on the predetermined road is eliminated, the host vehicle 10 and other vehicles 20 are set to a bird's-eye view display ( Fig.35 (b)). Thus, when the automatic driving level 3 or higher accompanied by congestion is eliminated, the speed of the host vehicle 10 is relatively low, and the display is set to a plane, so that the conditions of other vehicles 20 around the host vehicle 10 can be understood. In addition, when the automatic driving level 3 or higher during congestion on a predetermined road is eliminated, the speed of the host vehicle 10 is relatively high, and the display is set to a bird's-eye view, so that the conditions of other vehicles 20 at a farther position in front of the host vehicle 10 can be understood.

[0198] (Variation 1 of the Fourteenth Embodiment)

[0199] Fig.36 , Fig.37 14. In the first variation of the fourteenth embodiment, when the second automatic driving at the automatic driving level 3 or higher accompanied by traffic jam is cancelled, the HCU 160 displays a display indicating that the icon representing the host vehicle 10 is changed to the automatic driving level 2 or lower ( Fig.36 In addition, when the second automatic driving of the automatic driving level 3 or higher in the case of congestion on the predetermined road is cancelled, the HCU 160 indicates that the automatic driving level 3 ( Fig.36 Alternatively, when the HCU 160 is congested on a predetermined road ( Fig.37 (a) "Lv3 congestion") and normal time on the specified road ( Fig.37 (b) "Lv3 Normal"), the icon shape changes.

[0200] Therefore, in Fig.36 In the example, the driver can appropriately distinguish whether the automatic driving level 3 or higher is eliminated due to congestion or whether the automatic driving level 3 or higher is eliminated due to congestion on a specified road. Fig.37In this example, the driver can appropriately distinguish between a situation when traffic is congested on a predetermined road and a situation when traffic is normal on the predetermined road.

[0201] (Fifteenth embodiment)

[0202] Fig.38 The fifteenth embodiment is shown. In the fifteenth embodiment, when congestion is eliminated, when the speed of the other vehicle 20 ahead exceeds the elimination speed (e.g., 50 km / h) as a condition for eliminating congestion, the HCU 160 changes the display form of the other vehicle 20 ahead. For example, the HCU 160 changes the color of the other vehicle 20. Thus, the driver can appropriately grasp the timing of eliminating congestion based on the display form of the other vehicle 20 ahead.

[0203] (Other Embodiments)

[0204] In the above embodiments, for example, congestion detection is described based on VICS information, but it can also be determined based on two or more conditions. When the possibility of congestion is obviously low, it becomes unnecessary information for the driver, so by using multiple determination conditions, the reliability of congestion determination can be improved.

[0205] For example, congestion detection can be performed not only based on VICS information but also based on a vehicle speed sensor. Even if the vehicle speed is below a specified value (e.g., below 10 km / h), there are no other vehicles 20 in multiple lanes to block the front and left and right of the vehicle 10. Therefore, when the state of automatic driving level 3 cannot be performed, transfer information can be displayed.

[0206] In addition, when other vehicles 20 are the same for a certain period of time when congestion is detected, it is detected that congestion occurs, and the above-mentioned embodiments can be executed. For example, this is because even if other vehicles 20 exist in front of the host vehicle 10 for a long time, it is preferably not determined as congestion when there is a flow of other vehicles 20 by alternation.

[0207] In addition, when congestion is detected and other vehicles 20 are displayed on the meter display 120, many other vehicles 20 overlap, and sometimes it is difficult to visually recognize the congested area. As a method of displaying other vehicles 20 in such a case, for example, transparency is increased, so that visibility of the congested area can be improved.

[0208] Furthermore, when the information of the driving lane (lane marking) is used as information for determining the occurrence of congestion, the coordinate data of the other vehicle 20 may be added to estimate the congested area.

[0209] In addition, in the above-mentioned embodiments, the display unit is set as the instrument display 120, but it is not limited to this, and other HUDs 110 or CIDs 130 may be set as the display unit. If CIDs 130 are used as the display unit, the display related to the automatic driving and the operation (touch operation) of switching to the automatic driving can be realized by CIDs 130.

[0210] Alternatively, 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 provided as a display unit for the entire vehicle type (pillar-to-pillar) arranged in a row horizontally on the instrument panel.

[0211] The disclosure in this specification and the drawings, etc. is not limited to the illustrated embodiments. The disclosure includes the illustrated embodiments and the variations made by those skilled in the art based on these embodiments. For example, the disclosure is not limited to the combination of components and / or elements shown in the embodiments. The disclosure can be implemented through a variety of combinations. The disclosure can have additional parts that can be added to the embodiments. The disclosure includes the parts after the components and / or elements of the embodiments are omitted. The disclosure includes the replacement or combination of components and / or elements between one embodiment and other embodiments. The disclosed technical scope is not limited to the description of the embodiments. The several disclosed technical scopes should be understood to be represented by the description of the claims, and further include the meaning equivalent to the description of the claims and all changes within the scope.

[0212] (Note)

[0213] Note 1: The present invention relates to a vehicle display device, comprising:

[0214] A display unit, displaying the driving information of the vehicle;

[0215] an acquisition unit, which acquires the position information of the vehicle and congestion information of other vehicles traveling around the vehicle; and

[0216] The display control unit, if the possibility of eliminating congestion is detected based on the position information and the congestion information, displays on the display unit transition information related to the transition from the second automatic driving level 3 or higher without the obligation to monitor the surroundings to the manual driving or the first automatic driving level 2 or lower with the obligation to monitor the surroundings, using the image of at least one of the travel road and the other vehicles including the vehicle during the period until the prescribed automatic driving elimination condition of the vehicle in the congestion is satisfied,

[0217] The display control unit displays only the lane in which the vehicle is congested.

[0218] The display is switched to include surrounding lanes as the transition information when the congestion is eliminated.

[0219] Supplementary Note 2: According to the above-mentioned vehicle display device, wherein:

[0220] After the congestion is eliminated, when congestion occurs again,

[0221] The display control unit displays a message indicating that congestion has occurred again, which is different from the congestion before the congestion is eliminated.

[0222] Supplementary Note 3: According to the above-mentioned vehicle display device, wherein:

[0223] The display control unit displays only the own lane during the congestion, switches to a display including surrounding lanes when the congestion occurs again, and prohibits returning to displaying only the own lane.

[0224] Supplementary Note 4: According to the above-mentioned vehicle display device, wherein:

[0225] The display control unit displays the surrounding lanes and the vehicle from a predetermined height position as a viewpoint when the traffic is congested. When the traffic becomes congested again, the display control unit displays the surrounding lanes and switches the viewpoint height used for the display of the vehicle from a predetermined height position to a position higher than the predetermined height position, and then switches to a position lower than the predetermined height position.

[0226] Note 5: In addition, the present invention relates to a vehicle display device, comprising:

[0227] A display unit, displaying the driving information of the vehicle;

[0228] an acquisition unit that acquires position information of the vehicle and congestion information of other vehicles traveling around the vehicle; and

[0229] The display control unit, if the possibility of eliminating congestion is detected based on the position information and the congestion information, displays on the display unit transition information related to transition from the second automatic driving level 3 or higher without the obligation to monitor the surroundings to manual driving or the first automatic driving level 2 or lower with the obligation to monitor the surroundings, using an image of a travel road and at least one of the other vehicles including the vehicle, during a period until a prescribed automatic driving elimination condition for the vehicle in the congestion is satisfied,

[0230] After the congestion is eliminated, when congestion occurs again,

[0231] The display control unit displays a message indicating that congestion has occurred again, which is different from the congestion before the congestion is eliminated.

[0232] Supplementary Note 6: According to the above-mentioned vehicle display device, wherein:

[0233] The display control unit displays the vehicle in a bird's-eye view as the transition information.

[0234] Supplementary Note 7: According to the above-mentioned vehicle display device, wherein:

[0235] The display control unit switches a height position serving as a viewpoint for the bird's-eye view display in order of a predetermined position, a position higher than the predetermined position, and an intermediate position between the predetermined position and the high position.

[0236] Supplementary Note 8: According to the above-mentioned vehicle display device, wherein:

[0237] The display control unit switches the height position of the viewpoint every time the vehicle speed exceeds a predetermined threshold value set in stages for the vehicle speed.

[0238] Supplementary Note 9: According to the above-mentioned vehicle display device, wherein:

[0239] The display control unit displays the other vehicles as blocks when the traffic is congested.

[0240] The display of the block is switched to the display of each of the other vehicles as the transition information when the congestion is eliminated.

[0241] Supplementary Note 10: According to the above-mentioned vehicle display device, wherein:

[0242] The display control unit switches the display of the blocks to the display of each of the other vehicles according to the inter-vehicle distance to the other vehicle ahead or an increasing change in the vehicle speed of the vehicle.

[0243] Supplementary Note 11: In addition, the present invention relates to a vehicle display device, comprising:

[0244] A display unit, displaying the driving information of the vehicle;

[0245] an acquisition unit that acquires position information of the vehicle and congestion information of other vehicles traveling around the vehicle; and

[0246] The display control unit, if the possibility of eliminating congestion is detected based on the position information and the congestion information, displays on the display unit transition information related to transition from the second automatic driving level 3 or higher without the obligation to monitor the surroundings to manual driving or the first automatic driving level 2 or lower with the obligation to monitor the surroundings, using an image of a travel road and at least one of the other vehicles including the vehicle, during a period until a prescribed automatic driving elimination condition for the vehicle in the congestion is satisfied,

[0247] The display control unit changes the content of the transition information when the second automatic driving is at or above the automatic driving level 3 accompanied by congestion and when the second automatic driving is at or above the automatic driving level 3 in congestion on a predetermined road.

[0248] Supplementary Note 12: According to the above-mentioned vehicle display device, wherein:

[0249] When the second automatic driving at an automatic driving level of 3 or above accompanying the congestion is eliminated, the display control unit sets the vehicle to a plane display, and when the second automatic driving at an automatic driving level of 3 or above accompanying the congestion in the prescribed road is eliminated, the display control unit sets the vehicle to a bird's-eye view display.

[0250] Supplementary Note 13: According to the above-mentioned vehicle display device, wherein:

[0251] When the second automatic driving at level 3 or above accompanied by the congestion is eliminated, the display control unit displays the icon representing the vehicle to indicate that the automatic driving level is below level 2, and when the second automatic driving at level 3 or above during congestion on the prescribed road is eliminated, the display control unit displays the icon to indicate that the automatic driving level 3 is continued, or changes the form of the icon during congestion on the prescribed road and during normal times on the prescribed road.

[0252] Supplementary Note 14: In addition, the present invention relates to a vehicle display device, comprising:

[0253] A display unit, displaying the driving information of the vehicle;

[0254] an acquisition unit that acquires position information of the vehicle and congestion information of other vehicles traveling around the vehicle; and

[0255] The display control unit, if the possibility of eliminating congestion is detected based on the position information and the congestion information, displays on the display unit transition information related to transition from the second automatic driving level 3 or higher without the obligation to monitor the surroundings to manual driving or the first automatic driving level 2 or lower with the obligation to monitor the surroundings, using an image of a travel road and at least one of the other vehicles including the vehicle, during a period until a prescribed automatic driving elimination condition for the vehicle in the congestion is satisfied,

[0256] The display control unit alternately switches between the bird's-eye view display of the vehicle and the planar display from directly above as the transition information.

[0257] The control unit and the method described in the present disclosure are implemented by a dedicated computer provided by a processor and a memory programmed to execute one or more functions embodied by a computer program.

[0258] However, the control unit and the method thereof described in the present disclosure may also be realized by a dedicated computer provided with a processor constituted by one or more dedicated hardware logic circuits.

[0259] Alternatively, the control unit and method described in the present disclosure may be implemented by one or more special-purpose computers, each of which is composed of a combination of a processor and a memory programmed to execute one or more functions, and a processor composed of one or more hardware logic circuits.

[0260] Furthermore, the computer program may be stored in a computer-readable non-transitory tangible recording medium as instructions executed by the computer.

Claims

1. A vehicle display device comprising: A display unit, displaying the driving information of the vehicle; an acquisition unit that acquires position information of the vehicle and congestion information of other vehicles traveling around the vehicle; and The display control unit displays transition information related to transition to automatic driving on the display unit using an image of at least one of a travel road and other vehicles including the vehicle, if congestion is detected based on the position information and the congestion information, until a predetermined automatic driving condition of the vehicle in the congestion is satisfied, The display control unit displays a predetermined other vehicle area around the vehicle as the transition information, and determines that automatic driving is possible when the other vehicle enters the other vehicle area.

2. The vehicle display device according to claim 1, wherein: The display control unit displays a possible area where autonomous driving is possible as the transition information.

3. The vehicle display device according to claim 2, wherein: The possible area is the position of the vehicle that should follow the other vehicle.

4. The vehicle display device according to claim 2, wherein: The possible area is a driving lane in which the other vehicle should follow.

5. The vehicle display device according to claim 1, wherein: The display control unit displays the other vehicles causing the congestion as the transfer information in a manner different from a normal display.

6. The vehicle display device according to claim 1, wherein: The display control unit displays, as the transition information, other than the last vehicle among the other vehicles forming the traffic jam in one block.

7. The vehicle display device according to claim 1, wherein: The display control unit displays a disabled area where automatic driving is disabled as the transition information.

8. The vehicle display device according to claim 1, wherein: The display control unit displays the other vehicles forming the traffic jam as predetermined blocks as the transition information.

9. The vehicle display device according to claim 8, wherein: The display control unit displays the other vehicles in the own lane separately and displays the other vehicles in other lanes as the blocks.

10. The vehicle display device according to claim 8, wherein: The display control unit displays other vehicles adjacent to the vehicle individually, and displays other vehicles as the blocks.

11. A vehicle display device comprising: A display unit, displaying the driving information of the vehicle; an acquisition unit that acquires position information of the vehicle and congestion information of other vehicles traveling around the vehicle; and The display control unit, when congestion is detected based on the position information and the congestion information, displays transition information related to transition to automatic driving on the display unit using an image of a travel road and at least one of the other vehicles including the vehicle, until a predetermined automatic driving condition of the vehicle in the congestion is satisfied, The display control unit displays a possible area where autonomous driving is possible as the transition information.

12. A vehicle display device comprising: A display unit, displaying the driving information of the vehicle; an acquisition unit that acquires position information of the vehicle and congestion information of other vehicles traveling around the vehicle; and The display control unit, when congestion is detected based on the position information and the congestion information, displays transition information related to transition to automatic driving on the display unit using an image of a travel road and at least one of the other vehicles including the vehicle, until a predetermined automatic driving condition of the vehicle in the congestion is satisfied, The display control unit displays, as the transition information, other than the last vehicle among the other vehicles forming the traffic jam in one block.

13. A vehicle display device comprising: A display unit, displaying the driving information of the vehicle; an acquisition unit that acquires position information of the vehicle and congestion information of other vehicles traveling around the vehicle; and The display control unit, when congestion is detected based on the position information and the congestion information, displays transition information related to transition to automatic driving on the display unit using an image of a travel road and at least one of the other vehicles including the vehicle, until a predetermined automatic driving condition of the vehicle in the congestion is satisfied, The display control unit displays a disabled area where automatic driving is disabled as the transition information.

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