automobile

Abstract

The automobile is provided with: a traffic obstacle information acquisition device configured to acquire traffic obstacle information; a vehicle information acquisition device configured to acquire vehicle information related to a second vehicle located between a position of the traffic obstacle on a travel path and the host vehicle; a reporting device configured to report to a driver of the host vehicle based on a first reporting method and a second reporting method; and a control device configured to report the traffic obstacle information using the first reporting method when a predetermined condition under which the driver is difficult to recognize the traffic obstacle based on the vehicle information is not established, and to report the traffic obstacle information using the second reporting method when the predetermined condition is established based on the vehicle information.

Description

Technical Field

[0001] This disclosure relates to automobiles, and more specifically, to automobiles that obtain traffic obstacle information related to obstacles that impede traffic on a path of travel. Background Technology

[0002] A method is proposed that, when traffic information received by a car using its navigation system includes congestion information, determine whether there is an uphill ahead of the vehicle's direction of travel and whether there is congestion within a specified distance from the top of that uphill. If congestion is determined to exist within a specified distance from the top of the uphill, the car uses voice to notify the user of the congestion (for example, see Japanese Patent Application Laid-Open No. 11-144193). Through this control, the car can use voice to urge the driver to pay attention when there is congestion or other obstacles that are difficult for a moving vehicle to see. Summary of the Invention

[0003] However, in the aforementioned vehicles, the visibility of a moving vehicle is determined based on road shape, such as an uphill slope. Therefore, even if the road shape indicates that the obstacle is easily visible from a moving vehicle, the driver may still have difficulty recognizing it depending on the state of the vehicles between the obstacle's location and the driver's own vehicle.

[0004] This disclosure provides a vehicle for reporting changes in the generation of an obstacle based on the vehicle's state from the point of obstacle generation to the vehicle itself.

[0005] The embodiments of this disclosure are as follows.

[0006] The first embodiment of this disclosure includes a vehicle comprising: a traffic obstacle information acquisition device configured to acquire traffic obstacle information related to a traffic obstacle on a driving path; a vehicle information acquisition device configured to acquire vehicle information related to a second vehicle located on the driving path between the point of origin of the traffic obstacle and the vehicle's position; a reporting device configured to report to the driver of the vehicle based on a first reporting method and a second reporting method; and a control device. The second reporting method has superior reporting functionality compared to the first reporting method. The control device is configured to: when a traffic obstacle is generated on the driving path based on the traffic obstacle information, and when a predetermined condition where the driver has difficulty recognizing the traffic obstacle based on the vehicle information is not met, report the traffic obstacle information using the first reporting method. The control device is also configured to: when a traffic obstacle is generated on the driving path based on the traffic obstacle information, and when the predetermined condition where the driver has difficulty recognizing the traffic obstacle based on the vehicle information is met, report the traffic obstacle information using the second reporting method.

[0007] In the automobile disclosed herein, a traffic obstacle information acquisition device is used to acquire traffic obstacle information related to traffic obstacles on the driving path, and a vehicle information acquisition device is used to acquire vehicle information related to a second vehicle existing on the driving path from the point where the traffic obstacle arises to the vehicle. When a traffic obstacle arises on the driving path based on the traffic obstacle information, if the predetermined condition that the driver cannot easily identify the traffic obstacle based on the vehicle information is not met, the control device uses a first reporting method and a reporting device to report the traffic obstacle information to the driver; if the predetermined condition that the driver cannot easily identify the traffic obstacle based on the vehicle information is met, the control device uses a second reporting method to report the traffic obstacle information to the driver. That is, based on the vehicle information related to a second vehicle existing on the driving path from the point where the traffic obstacle arises to the vehicle, it is determined whether the driver cannot easily identify the traffic obstacle, and the traffic obstacle information is reported using either the first or the second reporting method. Thus, the reporting method for the occurrence of the traffic obstacle can be changed according to the state of the vehicles between the point where the traffic obstacle arises and the vehicle. Here, "driving path" includes the path from the current location to the destination when a destination is set. Regarding "driving route", in the absence of a set destination, it also includes the route along the vehicle's direction of travel, including left and right turns, up to a certain range.

[0008] In the vehicle of the first embodiment of this disclosure, the second reporting method may be a method of reporting using a reporting method different from the first reporting method and both of the first reporting method.

[0009] In the vehicle according to the first embodiment of this disclosure, the reporting device may include a display device and a voice output device. The first reporting method may be a method of displaying text, symbols, diagrams, etc., on the display device. The second reporting method may be a method based on both the first reporting method and a reporting method that causes the voice output device to output voice.

[0010] In the automobile of the first embodiment of this disclosure, the control device can be configured to determine that the predetermined condition is met when the height of the second vehicle is above a predetermined height. In this way, even if the identification of the traffic obstacle is obstructed by a second vehicle located between the point of origin of the traffic obstacle and the vehicle itself, the driver can more appropriately identify the traffic obstacle.

[0011] In the automobile of the first embodiment of this disclosure, the control device can determine that the predetermined condition is met when the degree of traffic congestion from the point where the traffic obstacle arises to the vehicle is less than a predetermined level based on the vehicle information. In this way, even when the traffic obstacle has arisen but traffic congestion has not yet occurred, the driver can more accurately identify the traffic obstacle.

[0012] In the vehicle of the first embodiment of this disclosure, the control device may be configured to store at least one driver attribute, including the driver's age, driving experience, and driving skill level. The control device may be configured to report the traffic obstacle information to the driver using the first reporting method even when the predetermined conditions are met, provided that the driver's driver attribute is one that does not require reporting based on the second reporting method. In this way, when the driver has a high ability to recognize traffic obstacles, etc., the annoyance caused to the driver by reporting based on the second reporting method can be suppressed.

[0013] In the vehicle of the first embodiment of this disclosure, the control device may be configured to determine whether the driver is fatigued. The control device may be configured to report the traffic obstacle information using the second reporting method even when the predetermined conditions are not met, if the control device determines that the driver is fatigued.

[0014] In the vehicle disclosed herein, the control device can determine whether the driver is fatigued. When driver fatigue is determined, the second reporting method is used to report the traffic obstacle information even if the predetermined conditions are not met. This allows the driver to more accurately identify the traffic obstacle even when fatigued. Consequently, the missed detection of traffic obstacles caused by driver fatigue can be suppressed. Attached Figure Description

[0015] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which the same reference numerals denote the same elements, wherein:

[0016] Figure 1 This is a block diagram showing an example of the structure of a car 20, which is an embodiment of the present invention, with the main electronic control unit 30 as the center.

[0017] Figure 2 This is a flowchart illustrating an example of obstacle notification processing performed by the main electronic control unit 30.

[0018] Figure 3 This is a flowchart illustrating an example of obstacle notification processing in a modified form. Detailed Implementation

[0019] Next, embodiments of the present disclosure will be described using the accompanying drawings.

[0020] Figure 1 This is a block diagram showing an example of the structure of a car 20 as an embodiment of the present disclosure, with the main electronic control unit (hereinafter referred to as the main ECU) 30 as the center. The car 20 of the embodiment includes a drive device 62 that outputs driving force to drive wheels (not shown) and a drive electronic control unit (hereinafter referred to as the drive ECU) 60 for driving control of the drive device 62.

[0021] As a drive unit 62, it is possible to use a drive unit with an engine and an automatic transmission, a hybrid power system with an engine, an electric motor and a battery, a fuel cell drive system with a fuel cell, a battery and an electric motor, an electric system with a battery and an electric motor, etc.

[0022] Although not shown, the drive ECU 60 is configured as a CPU-centric microcomputer. In addition to the CPU, the drive ECU 60 also includes ROM, RAM, flash memory, input ports, output ports, and communication ports. The drive ECU 60 controls the drive unit 62 based on drive control signals from the main ECU 30.

[0023] In addition to the drive unit 62 and the drive ECU 60, the vehicle 20 of this embodiment also includes an ignition switch (hereinafter referred to as the IG switch) 32, a gear position sensor 34, an accelerometer position sensor 36, a brake position sensor 38, a vehicle speed sensor 40, an acceleration sensor 42, a slope sensor 44, a yaw rate sensor 46, an autopilot switch 48, an active cruise control switch (hereinafter referred to as the ACC switch) 50, a perimeter recognition electronic control unit (hereinafter referred to as the perimeter recognition ECU) 52, a perimeter recognition device 54, an interior camera 55, an air conditioning electronic control unit (hereinafter referred to as the air conditioning ECU) 56, an air conditioning device 58, a braking electronic control unit (hereinafter referred to as the braking ECU) 64, a braking device 66, a steering electronic control unit (hereinafter referred to as the steering ECU) 68, a steering device 70, a central display 72, a head-up display 74, an instrument cluster 76, a GPS (Global Positioning System) 78, a navigation system 80, and a DCM (Data Communication) system. Module: Data Communication Module) 86, etc.

[0024] The IG switch turns on the vehicle's ignition system. In electric vehicles, a switch to turn on the vehicle's power can replace the IG switch. The gear position sensor 34 detects the position of the gear shift lever. The accelerator position sensor 36 detects the accelerator opening corresponding to the amount of pressure applied to the driver's accelerator pedal. The brake position sensor 38 detects the brake position corresponding to the amount of pressure applied to the driver's brake pedal.

[0025] Vehicle speed sensor 40 detects vehicle speed based on wheel speed, etc. Acceleration sensor 42 detects, for example, the vehicle's acceleration in the forward and backward directions. Slope sensor 44 detects road slope. Yaw rate sensor 46 detects lateral acceleration (yaw rate) in the left and right directions based on gyroscopic motion.

[0026] The automatic driving switch 48 is used to select whether to engage automatic driving as one of the driving support controls. The ACC switch 50 is used to select whether to engage adaptive cruise control as one of the driving support devices. The automatic driving switch 48 and the ACC switch 50 are installed on or near the steering wheel, the instrument panel in front of the driver's seat, or nearby. The automatic driving switch 48 and the ACC switch 50 also serve as switches for transferring the driving preference setting process to the driver preference mode, which is the driving mode set in the driving support control. In the driver preference mode, the driver's preferences for driving the vehicle are set using the central display 72. The driving preference setting process includes the process of displaying preset options for driving preference items such as distance to the vehicle in front, acceleration and deceleration degree, lane change degree, and driving lane on the central display 72 for selection, and the process of manually inputting specific values ​​through the central display 72 to set the values ​​to the driver's expectations.

[0027] Although not shown, the perimeter recognition ECU 52 is configured as a CPU-centric microprocessor. In addition to the CPU, the perimeter recognition ECU 52 also includes a ROM for storing processing programs, RAM for temporarily storing data, input / output ports, and a communication port. The perimeter recognition ECU 52 receives information about the vehicle and its surroundings from the perimeter recognition device 54 via the input ports (e.g., distances D1 and D2 between the vehicle and other vehicles in front and behind, the speeds of other vehicles, and the vehicle's position within the lane). The perimeter recognition device 54 can be a front camera, a rear camera, millimeter-wave radar, quasi-millimeter-wave radar, infrared lidar, sonar, etc. An interior camera 55 is positioned in front of the driver's seat to capture images of the driver's and passenger compartment.

[0028] Although not shown, the air conditioning ECU 56 is configured as a CPU-centric microcomputer. In addition to the CPU, the air conditioning ECU 56 also includes ROM, RAM, flash memory, input ports, output ports, and communication ports. The air conditioning ECU 56 is integrated into the air conditioning unit 58, which regulates the air in the passenger compartment, and drives and controls the air conditioning compressor and other components in the air conditioning unit to maintain the set temperature in the passenger compartment.

[0029] Although not shown, the brake ECU 64 is configured as a CPU-centric microcomputer. In addition to the CPU, the brake ECU 64 also includes ROM, RAM, flash memory, input ports, output ports, and communication ports. The brake ECU 64 controls the hydraulically driven, well-known brake device 66. The brake device 66 is configured to generate braking force caused by the braking force generated by pressing the brake pedal and braking force caused by hydraulic adjustment.

[0030] Although not shown, the steering ECU 68 is configured as a CPU-centric microcomputer. In addition to the CPU, the steering ECU 68 also includes ROM, RAM, flash memory, input ports, output ports, and communication ports. The steering ECU 68 drives and controls the actuators of the steering mechanism 70 (not shown), which is mechanically connected to the steering wheel and drive wheels via the steering shaft. The steering mechanism 70 steers the drive wheels based on the driver's steering wheel operation, and also steers the drive wheels by driving the actuators through the steering ECU 68 based on steering control signals from the main electronic control unit 30.

[0031] The central display 72 is positioned in front of the driver and front passenger seats. The central display 72 also functions as a touch panel. The central display 72 handles various vehicle settings, audio, and media applications. Additionally, the central display 72 functions as the display unit 84 of the navigation system for map navigation. It should be noted that the central display 72 is equipped with speakers, etc.

[0032] The head-up display 74 provides the driver with an image (imaged at infinity) of information facing the windshield. The head-up display 74 may display, for example, speed or navigation guidance. The instrument cluster 76 may be integrated into a dashboard in front of the driver's seat.

[0033] GPS78 detects a vehicle's location based on signals transmitted from multiple GPS satellites.

[0034] The navigation system 80 is a system that guides the vehicle to a set destination. The navigation system 80 includes map information 82 and a display unit 84. The navigation system 80 communicates with the traffic information management center 100 via a DCM (Data Communication Module) 86 to obtain road traffic information and, as needed, obtains and updates map information 82. If a destination is set, the navigation system 80 sets a route based on the destination information, the current location (the current position of the vehicle) obtained from the GPS 78, and the map information 82.

[0035] The DCM (Data Communication Module) 86 sends information about the vehicle to the Traffic Information Management Center 100 and receives information about other vehicles and road traffic from the Traffic Information Management Center 100. The vehicle's information includes, for example, its specifications, current location, speed, power output, and driving mode. The information about other vehicles includes, similarly, their specifications, current location, speed, power output, and driving mode. It should be noted that the specifications of both the vehicle and other vehicles include vehicle type (electric vehicle, hybrid vehicle, fuel cell vehicle, etc.) and dimensions (length, width, height). Road traffic information includes, for example, information related to current and future congestion (including the start and end points of congestion), information related to accidents, information related to falling objects, information related to road conditions (including the likelihood of slippage), information related to traffic control, information related to weather and climate, map information, and information about other vehicles between the location of traffic obstructions such as congestion, accidents, or falling objects and the vehicle itself. DCM86 communicates with the Traffic Information Management Center 100 as required or at specified intervals (e.g., every 30 seconds, every minute, every 2 minutes, etc.).

[0036] Although not shown, the main electronic control unit 30 is configured as a CPU-centric microcomputer. In addition to the CPU, the main electronic control unit 30 also includes ROM, RAM, flash memory, input ports, output ports, and communication ports. Various signals are input to the main electronic control unit 30 via the input ports. Examples of information input via the input ports include the ignition switch signal from the ignition switch 32, the gear position from the gear position sensor 34, the accelerator opening from the accelerator position sensor 36, and the brake position from the brake position sensor 38. Other examples of information input via the input ports include the vehicle speed V from the vehicle speed sensor 40, the acceleration from the acceleration sensor 42, the slope from the gradient sensor 44, and the yaw rate from the yaw rate sensor 46. Furthermore, examples of information input via the input ports include the automatic driving instruction signal from the automatic driving switch 48 and the ACC instruction signal from the ACC switch 50. Various signals are output from the main electronic control unit 30 via the output ports. Information output via the output port can include, for example, display control signals to the central display 72, display control signals to the head-up display 74, and display signals to the instrument 76.

[0037] The main electronic control unit 30 communicates with peripheral identification ECU 52, air conditioning ECU 56, drive ECU 60, brake ECU 64, steering ECU 68, navigation system 80, etc., to exchange various information.

[0038] The main electronic control unit 30 sets the required driving force and required power based on the accelerator opening from the accelerator position sensor 36 and the vehicle speed from the vehicle speed sensor 40, and sends the required driving force and required power to the drive ECU 60 in such a way that the required driving force and required power are output from the drive unit 62.

[0039] If the main electronic control unit 30 is instructed to execute autonomous driving by the autonomous driving switch 48, it selects the driver preference mode and performs autonomous driving based on the set distance to the vehicle ahead, acceleration / deceleration level, lane change level, and driving lane. For example, if the surrounding recognition device 54 does not detect the vehicle ahead within a first predetermined distance (e.g., 200m, 300m, etc.), the main electronic control unit 30 sends control signals to the drive ECU 60, brake ECU 64, and steering ECU 68 while driving at a legal speed. On the other hand, if the surrounding recognition device 54 detects the vehicle ahead within the first predetermined distance, the main electronic control unit 30 sends control signals to the drive ECU 60, brake ECU 64, and steering ECU 68 while maintaining a predetermined distance from the vehicle ahead within a legal speed range or changing lanes to overtake the vehicle ahead.

[0040] If the ACC switch 50 instructs the main electronic control unit 30 to execute adaptive cruise control, it performs adaptive cruise control based on the set vehicle speed, the distance to the vehicle ahead, and other parameters. For example, if the surrounding detection device 54 does not detect the vehicle ahead within a first predetermined distance (e.g., 200m, 300m, etc.), the main electronic control unit 30 sends control signals to the drive ECU 60 and the brake ECU 64 to maintain the vehicle speed set by the ACC switch 50. On the other hand, if the surrounding detection device 54 detects the vehicle ahead within the first predetermined distance, the main electronic control unit 30 sends control signals to the drive ECU 60 and the brake ECU 64 to follow the vehicle ahead at a set distance within the speed range set by the ACC switch 50.

[0041] Next, the operation of the vehicle 20 configured in this way will be explained, especially its operation when it encounters obstacles that obstruct traffic on its travel path. It should be noted that, as a travel path, when a destination is set, the path from the current location to the destination is equivalent to this. When no destination is set, the path in the vehicle's direction of travel, including left and right turns, up to a certain range (e.g., 5km, 10km, etc.), is also equivalent to a travel path. Figure 2 This is a flowchart illustrating an example of obstacle notification processing performed by the main electronic control unit 30.

[0042] Once obstacle notification processing begins, the main electronic control unit 30 first receives road traffic information (traffic conditions) along the driving path from the traffic information management center 100 via the DCM 86 (step S100). Next, the main electronic control unit 30 determines, based on the received road traffic information (traffic conditions), whether any obstacle obstructing traffic has occurred along the driving path (step S110). Obstacles obstructing traffic can include congestion, accidents, fallen objects, traffic control measures, and slippery road conditions. If the main electronic control unit 30 determines that no obstacle obstructing traffic has occurred along the driving path (no in step S110), since obstacle notification is not required, the main electronic control unit 30 terminates this process.

[0043] When the main electronic control unit 30 determines in step S110 that an obstacle obstructing traffic has occurred on the driving path (yes in step S110), the main electronic control unit 30 determines whether a condition (obstacle recognition difficulty condition) is met for the driver, making it difficult to identify the obstacle on the driving path (step S120). Examples of obstacle recognition difficulty conditions include: an obstacle occurring ahead in poor visibility; the vehicle height of the vehicle ahead being at or above a specified height; an accident occurring without causing congestion; a falling object occurring without causing congestion; congestion extending from the exit lane of a highway or other dedicated motorway to the vicinity of the current lane; a slippery road surface; a construction site occurring without causing congestion; or a location suddenly blocked by a storm or other weather event. Regarding the condition that the vehicle height of the vehicle ahead is at or above a specified height, the main electronic control unit 30 can use information (especially vehicle height) of other vehicles between the location of the obstructing obstacle and the current vehicle to make this determination. Regarding conditions where an accident occurs without causing congestion, or conditions where a falling object occurs without causing congestion, the main electronic control unit 30 can determine these conditions by using information about the occurrence of the accident and the falling object, along with information about other vehicles (especially their current location and speed) from the point where the obstacle occurred to the vehicle itself. Similarly, regarding conditions where congestion extends from the exit lane of a highway or other dedicated motorway to the vicinity of the vehicle, or conditions where construction work occurs without causing congestion, the main electronic control unit 30 can also determine these conditions by using information about other vehicles (especially their current location and speed) from the point where the obstacle occurred to the vehicle itself.

[0044] When the main electronic control unit 30 determines in step S120 that any of the obstacle recognition difficulty conditions are met (yes in step S120), the main electronic control unit 30 reports the obstacle to the driver by displaying the obstacle obstructing traffic on the driving path on the central display 72, and also reports the obstacle to the driver by voice through the speaker attached to the central display 72 (step S130). Afterwards, the main electronic control unit 30 ends this process. On the other hand, when the main electronic control unit 30 determines in step S120 that none of the obstacle recognition difficulty conditions are met (no in step S120), the main electronic control unit 30 does not perform voice-based reporting, and instead displays the obstacle obstructing traffic on the driving path on the central display 72 to report the obstacle to the driver (step S140). Afterwards, the main electronic control unit 30 ends this process.

[0045] In the vehicle 20 of the above-described embodiment, when an obstacle obstructing traffic is generated on the driving path, information about other vehicles between the point of origin of the obstacle and the vehicle is used to determine whether an obstacle recognition difficulty condition, which would make it difficult for the driver to recognize the obstacle on the driving path, is met. Furthermore, if none of the obstacle recognition difficulty conditions are met, no voice-based report is made; instead, the obstacle is reported to the driver by displaying it on the central display 72. If any of the obstacle recognition difficulty conditions are met, the obstacle obstructing traffic is displayed on the central display 72, and the obstacle is reported to the driver by voice through a speaker attached to the central display 72. Thus, the method for reporting the generation of obstacles can be varied according to the status of vehicles between the point of origin of the obstacle and the vehicle.

[0046] In the vehicle 20 of this embodiment, when any of the obstacle recognition difficulty conditions are met, an obstacle obstructing traffic on the driving path is displayed on the central display 72 and reported by voice from a speaker attached to the central display 72. However, it is also possible that even when any of the obstacle recognition difficulty conditions are met, if a voice-based report is not required due to driver attributes such as age, driving experience, or driving skill, the obstacle is reported to the driver by displaying the obstacle obstructing traffic on the driving path on the central display 72 instead of a voice-based report. Furthermore, in the vehicle 20 of this embodiment, when none of the obstacle recognition difficulty conditions are met, a voice-based report is not performed, and the obstacle is reported to the driver by displaying the obstacle obstructing traffic on the driving path on the central display 72. However, it is also possible that even when none of the obstacle recognition difficulty conditions are met, if driver fatigue is determined, an obstacle obstructing traffic on the driving path is displayed on the central display 72 and reported by voice from a speaker attached to the central display 72. An example of obstacle notification processing considering these considerations is given below. Figure 3 As shown in the image. The following is about... Figure 3 The process for handling obstacle notifications will be explained.

[0047] when Figure 3 After the obstacle notification processing begins, the main electronic control unit 30 and Figure 2 Similarly, in the obstacle notification processing steps S100 and S110, road traffic information (traffic conditions) on the driving path is received (step S200), and based on the received road traffic information (traffic conditions), it is determined whether an obstacle that obstructs traffic has occurred on the driving path (step S210).

[0048] When the main electronic control unit 30 determines in step S220 that any of the conditions for difficulty in obstacle recognition are met, the main electronic control unit 30 queries the driver's attributes (step S230). Based on the driver's attributes, the main electronic control unit 30 determines whether a voice notification is required (step S240). Driver attributes include the driver's age, driving experience, and driving skill level. Examples of driver attributes requiring voice notification include situations where the driver is elderly, young, has less than a specified number of years of driving experience (e.g., 1 year, 2 years), or is registered as a driver with poor driving skills. When the main electronic control unit 30 determines that a voice notification is required based on the driver's attributes (yes in step S240), the main electronic control unit 30 causes the central display 72 to report the obstacle to the driver by displaying the obstacle obstructing traffic on the driving path and causes the speaker attached to the central display 72 to report the obstacle to the driver via voice (step S250). Afterward, the main electronic control unit 30 ends this process. On the other hand, when the main electronic control unit 30 determines that voice notification is unnecessary based on the driver's attributes (no in step S240), the main electronic control unit 30 does not perform a voice-based report, and instead causes the central display 72 to report obstacles to the driver by displaying obstacles obstructing traffic on the driving path (step S260). Afterwards, the main electronic control unit 30 ends this process. Thus, it is possible to suppress driver annoyance caused by performing voice notifications on drivers who do not require voice notifications as a driver attribute, i.e., drivers with high recognition ability for obstacles on the driving path. Furthermore, it is possible to reduce the power consumption for performing voice notifications.

[0049] If the main electronic control unit 30 determines in step S220 that none of the obstacle recognition difficulty conditions are met, the main electronic control unit 30 queries the driver regarding fatigue (step S270). Based on the presence or absence of driver fatigue, the main electronic control unit 30 determines whether the driver is fatigued (step S280). The determination of driver fatigue can be made by analyzing driving time and driver actions. For example, if the driving time is a certain amount of time (2 hours, etc.) or more, the main electronic control unit 30 determines that the driver is fatigued. In addition, the main electronic control unit 30 can determine driver fatigue based on the driver's eye movements captured by the indoor camera 55. When the main electronic control unit 30 determines that the driver is fatigued (yes in step S280), the main electronic control unit 30 causes the central display 72 to report the obstacle to the driver by displaying the obstacle obstructing traffic on the driving path and causes the speaker attached to the central display 72 to report the obstacle to the driver by voice (step S290). After that, the main electronic control unit 30 ends this process. On the other hand, when the main electronic control unit 30 determines that the driver is not fatigued (no in step S280), the main electronic control unit 30 does not make a voice-based report, but instead causes the central display 72 to report obstacles to the driver by displaying obstacles obstructing traffic on the driving path (step S300). Afterwards, the main electronic control unit 30 ends this process. Thus, even when the driver is fatigued, the driver can more accurately identify obstacles. This helps to suppress the overlooking of obstacles caused by driver fatigue.

[0050] In the vehicle 20 of this embodiment, multiple electronic control units (ECUs) such as the main electronic control unit 30, the peripheral recognition ECU 52, the drive ECU 60, the brake ECU 64, and the steering ECU 68 are used to control each device. However, a single ECU may be used to control each device, or multiple ECUs that serve as part of each ECU may be used to control each device. Furthermore, in this embodiment, reports are received from a speaker attached to the central display 72, but the central display 72 and the speaker may also be provided separately. Additionally, in this embodiment, speaker-based voice reports are given in conjunction with reports based on the display on the central display 72, but speaker-based voice reports may also be given only.

[0051] The main electronic control unit 30, navigation system 80, and DCM 86 are examples of a "traffic obstacle information acquisition device." The main electronic control unit 30, navigation system 80, and DCM 86 are examples of a "vehicle information acquisition device." The central display 72 is an example of a "reporting device." The main electronic control unit 30 is an example of a "control device." The central display 72 is an example of a "display device." The speaker attached to the central display 72 is an example of a "voice output device." A vehicle equipped with a main electronic control unit 30 that reports obstacles obstructing traffic in the driving path to the driver is an example of a "first vehicle." Other vehicles are examples of "second vehicles."

[0052] The embodiments are merely one specific example of this disclosure.

[0053] The above examples illustrate the methods for implementing this disclosure, but this disclosure is not limited to such embodiments in any way, and can certainly be implemented in various ways without departing from the spirit of this disclosure.

[0054] This disclosure can be applied to industries such as automobile manufacturing.

Claims

1. An automobile characterized by comprising: include: A traffic obstacle information acquisition device is configured to acquire traffic obstacle information related to traffic obstacles on a travel path; The vehicle information acquisition device is configured to acquire vehicle information related to a second vehicle located on the driving path between the point of origin of the traffic obstacle and the position of the vehicle itself. The reporting device is configured to report to the driver of the vehicle based on a first reporting method and a second reporting method, wherein the second reporting method has superior reporting functionality compared to the first reporting method. and Control device, The control device is configured as follows: When a traffic obstacle is generated on the driving path based on the traffic obstacle information, and the condition that the driver has difficulty recognizing the traffic obstacle based on the vehicle information is not met, the first reporting method is used to report the traffic obstacle information. When a traffic obstacle arises on the driving path based on the traffic obstacle information, and when the predetermined condition that the driver has difficulty identifying the traffic obstacle based on the vehicle information is met, the second reporting method is used to report the traffic obstacle information. If no traffic obstacle occurs on the driving path based on the traffic obstacle information, the driver is not reported using either the first or second reporting method. If, based on the vehicle information, the traffic congestion level from the point where the traffic obstacle occurs to the vehicle is less than a predetermined level, the predetermined condition is deemed to be met. The specified conditions include situations where congestion at the exit lane of the highway extends to the vicinity of this lane. The reporting device includes a display device and a voice output device. The first reporting method is a method of displaying text, symbols, and diagrams on the display device. The second reporting method is a combination of the first reporting method and the reporting method that causes the voice output device to output voice.

2. The automobile according to claim 1, characterized in that, The control device is configured such that when the height of the second vehicle is above a specified height, the specified condition is determined to be met.

3. The automobile according to claim 1, characterized in that, The control device is configured as follows: The storage includes at least one of the driver's attributes: age, driving experience, and driving skill level; and Even when the specified conditions are met, the first reporting method is used to report the traffic obstacle information to the driver if the driver's driver attributes are not attributes that require reporting based on the second reporting method.

4. The automobile according to claim 1, characterized in that, The control device is configured as follows: Determine whether the driver is fatigued; When the control device determines that the driver is fatigued, the traffic obstacle information is reported using the second reporting method even if the specified conditions are not met.

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