Display device for vehicle and display program for vehicle

Abstract

To provide a display device for a vehicle capable of intelligibly notifying a user of a congestion state during a period before an automatic operation possible condition is satisfied.SOLUTION: A display device for a vehicle comprises: a display section 120 for displaying vehicle travel information; acquisition sections 30, 40, 50 for acquiring vehicle position information and congestion information of other vehicles 20 traveling in the periphery of the vehicle; and a display control section 160 for allowing the display section to display shift information related to a shift into an automatic operation with the use of at least one of the image of a travel road and the image of the other vehicles including the vehicle during a period before a predetermined automatic operation possible condition of the vehicle in congestion is satisfied when the occurrence of the congestion is detected based on the position information and the congestion information.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a vehicle display device used in a vehicle having an automatic driving function, and vehicle display programs This is regarding. [Background technology]

[0002] For example, a vehicle control device described in Patent Document 1 is known. In the vehicle control device of Patent Document 1, when driving on a highway, for example, if it is determined from congestion information provided by a system such as VICS (Vehicle information and communication System, registered trademark) that a congestion has occurred, the congestion section is longer than a predetermined distance, and the vehicle speed is equal to or lower than a predetermined value, it determines that transition to automatic driving is possible and starts automatic driving. Automatic driving is, for example, driving in which a constant distance is maintained between the vehicle and a traffic-congested vehicle ahead and the vehicle follows the traffic-congested vehicle. After automatic driving is started, if an automatic driving stop condition is satisfied, the automatic driving is stopped. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2005-324661 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, the driver does not necessarily accurately understand the judgment conditions (VICS information, congested section, vehicle speed, etc. in the above-mentioned Patent Document 1) when the vehicle control device judges the occurrence of a traffic jam. Therefore, even if the driver intuitively feels that the vehicle is in a traffic jam, the vehicle control device will not (cannot) switch to automatic driving associated with a traffic jam unless the judgment conditions are satisfied, so the driver may feel uncomfortable.

[0005] In view of the above problems, an object of the present disclosure is to provide a vehicle display device that can easily inform a user of a traffic jam state until an autonomous driving enabling condition is satisfied. , and vehicle display programs The purpose of this invention is to provide [Means for solving the problem]

[0006] In order to achieve the above object, the present disclosure employs the following technical means.

[0007] The vehicle display device according to the first disclosure includes: Vehicle position information and information on other vehicles (20) traveling around the vehicle traffic jam affection Report and others, When it detects the occurrence of a traffic jam, it A display control unit (160) displays transition information related to the transition to automatic driving on a display unit (120) that displays vehicle driving information, using an image including the vehicle and at least one of a road and another vehicle, until a predetermined automatic driving enabling condition of the vehicle is satisfied. )of Prepare. The display control unit displays the possible areas (PA1, PA2) where automatic driving is possible as transition information. Alternatively, the display control unit displays, as transition information, an area (IA1) in which autonomous driving is not possible.

[0008] According to this disclosure, the driver can clearly recognize the current traffic congestion state from the transition information on the display unit (120), and can therefore correctly grasp whether or not it is possible to transition to automated driving.

[0009] The vehicle display device of the second disclosure includes: Vehicle position information and congestion information of other vehicles (20) traveling around the vehicle Report When the possibility of congestion relief is detected, a display control unit (160) displays, on a display unit (120) that displays vehicle driving information, transition information related to the transition from a second autonomous driving mode of autonomous driving level 3 or higher without the obligation to monitor surroundings to a first autonomous driving mode of autonomous driving level 2 or lower with the obligation to monitor surroundings, using an image including the vehicle and at least one of the road on which the vehicle is traveling and other vehicles. )of Prepare. The display control unit switches the range showing the periphery of the vehicle as the transition information between when there is a traffic jam and when the traffic jam is resolved. Alternatively, the display control unit switches the display viewpoint of the vehicle as the transition information. The first disclosure relating to a vehicle display program is: On the computer, A first process of acquiring position information of the vehicle and congestion information of other vehicles (20) traveling around the vehicle; a second process for displaying transition information related to a transition to autonomous driving on a display unit (120) that displays driving information of the vehicle, using an image including the vehicle and at least one of a road and another vehicle, when occurrence of a traffic jam is detected from the position information and the traffic jam information, until a predetermined autonomous driving enabling condition of the vehicle during the traffic jam is satisfied, The second process is a display program for a vehicle that includes a process of displaying areas (PA1, PA2) in which autonomous driving is possible as transition information. The second disclosure relating to a vehicle display program is: On the computer, A first process of acquiring position information of the vehicle and congestion information of other vehicles (20) traveling around the vehicle; a second process for displaying transition information related to a transition to autonomous driving on a display unit (120) that displays driving information of the vehicle, using an image including the vehicle and at least one of a road and another vehicle, when occurrence of a traffic jam is detected from the position information and the traffic jam information, until a predetermined autonomous driving enabling condition of the vehicle during the traffic jam is satisfied; The second process is a display program for a vehicle that includes a process of displaying an unsupported area (IA1) where autonomous driving is not possible as transition information. The third disclosure relating to a vehicle display program is: On the computer, A first process of acquiring position information of the vehicle and congestion information of other vehicles (20) traveling around the vehicle; a display program for a vehicle for executing a second process of displaying, when the possibility of congestion relief is detected from the position information and the congestion information, transition information related to a transition from a second autonomous driving mode of autonomous driving level 3 or higher without a surrounding monitoring obligation to a first autonomous driving mode of autonomous driving level 2 or lower with a surrounding monitoring obligation, on a display unit (120) that displays vehicle driving information, using an image including the vehicle and at least one of a road and other vehicles; The second process is a display program for a vehicle, which includes a process of switching the range showing the periphery of the vehicle between when there is a traffic jam and when the traffic jam is resolved, as transition information. The fourth disclosure relating to a vehicle display program is: On the computer, A first process of acquiring position information of the vehicle and congestion information of other vehicles (20) traveling around the vehicle; a display program for a vehicle for executing a second process of displaying, when the possibility of congestion relief is detected from the position information and the congestion information, transition information related to a transition from a second autonomous driving mode of autonomous driving level 3 or higher without a surrounding monitoring obligation to a first autonomous driving mode of autonomous driving level 2 or lower with a surrounding monitoring obligation, on a display unit (120) that displays vehicle driving information, using an image including the vehicle and at least one of a road and other vehicles; The second process is a display program for a vehicle, which includes a process for switching the display viewpoint of the vehicle as transition information.

[0010] According to this disclosure, the driver can clearly recognize the current state of congestion relief from the transition information on the display unit (120), and can therefore correctly grasp whether or not it is possible to transition to the first automatic driving mode.

[0011] The reference characters in parentheses for each of the above means indicate the corresponding relationship with the specific means described in the embodiments below. [Brief description of the drawings]

[0012] [Figure 1] 1 is a block diagram showing an overall configuration of a display device for a vehicle; [Diagram 2]10 is a time chart showing the timing of displaying transition information when congestion is detected. [Diagram 3] FIG. 2 is an explanatory diagram showing a plurality of other vehicle areas when displayed in a plan view in the first embodiment. [Figure 4] 4 is an explanatory diagram showing a state in which another vehicle has entered a plurality of other vehicle areas in FIG. 3; FIG. [Diagram 5] FIG. 13 is an explanatory diagram showing a plurality of other vehicle areas when displayed in an overhead view in Modification 1 of the first embodiment. [Figure 6] 6 is an explanatory diagram showing a state in which another vehicle has entered a plurality of other vehicle areas in FIG. 5; FIG. [Figure 7] FIG. 11 is an explanatory diagram showing a state in which another vehicle has entered one other vehicle area in a planar display in Modification 2 of the first embodiment. [Figure 8] 8 is an explanatory diagram showing a state in which another vehicle has entered one of the other vehicle areas when displayed from a bird's-eye view in comparison with FIG. 7; FIG. [Figure 9] FIG. 11 is an explanatory diagram showing a possible area for one driving lane in the second embodiment. [Figure 10] FIG. 11 is an explanatory diagram showing a possible area with a plurality of driving lanes in the second embodiment. [Figure 11] FIG. 13 is an explanatory diagram showing a possible area (vehicle position) in one driving lane when displayed from an overhead view in Modification 1 of the second embodiment. [Figure 12] FIG. 13 is an explanatory diagram showing a possible area (vehicle position) in a plurality of driving lanes when displayed from an overhead view in the first modified example of the second embodiment; [Figure 13] FIG. 11 is an explanatory diagram showing a case of one lane in each direction in the first modified example of the second embodiment. [Figure 14] FIG. 13 is an explanatory diagram showing possible areas (driving lanes) with a plurality of driving lanes when displayed in a plan view in the third embodiment. [Figure 15] FIG. 13 is an explanatory diagram showing possible areas (driving lanes) with a plurality of driving lanes when displayed from an overhead view in a first modified example of the third embodiment; [Figure 16] FIG. 13 is an explanatory diagram showing other vehicles causing a traffic jam when displayed in a plan view in the fourth embodiment. [Figure 17] FIG. 13 is an explanatory diagram showing other vehicles causing a traffic jam in the first modified example of the fourth embodiment. [Figure 18] FIG. 13 is an explanatory diagram showing other vehicles causing a traffic jam in the first modified example of the fourth embodiment. [Figure 19] FIG. 23 is an explanatory diagram showing other vehicles causing a traffic jam when displayed from an overhead view in the second modified example of the fourth embodiment; [Figure 20] FIG. 23 is an explanatory diagram showing other vehicles causing a traffic jam when displayed from an overhead view in a third modified example of the fourth embodiment; [Figure 21] FIG. 13 is an explanatory diagram collectively showing other vehicles forming a traffic jam when displayed in a plan view in the fifth embodiment; [Figure 22] FIG. 23 is an explanatory diagram collectively showing other vehicles forming a traffic jam when displayed from an overhead view in the first modified example of the fifth embodiment; [Figure 23] FIG. 23 is an explanatory diagram showing an unusable area in the sixth embodiment. [Figure 24] FIG. 23 is an explanatory diagram showing all of the other vehicles forming the traffic jam when displayed in a plan view in the seventh embodiment; [Diagram 25] FIG. 23 is an explanatory diagram showing all of the other vehicles forming the traffic jam when displayed in a plan view in the seventh embodiment; [Figure 26] FIG. 23 is an explanatory diagram showing all of the other vehicles forming the traffic jam when displayed in a plan view in the seventh embodiment; [Figure 27] 10 is a time chart showing the timing of displaying transition information when congestion is resolved. [Figure 28] FIG. 13 is an explanatory diagram showing a ninth embodiment. [Figure 29] FIG. 13 is an explanatory diagram showing a first modified example of the ninth embodiment. [Diagram 30] FIG. 23 is an explanatory diagram showing a tenth embodiment. [Diagram 31] FIG. 23 is an explanatory diagram showing an eleventh embodiment. [Diagram 32] 10 is a time chart showing the timing of displaying transition information when congestion reoccurs after congestion has been resolved. [Diagram 33]FIG. 23 is an explanatory diagram showing a twelfth embodiment. [Diagram 34] FIG. 23 is an explanatory diagram showing a thirteenth embodiment. [Diagram 35] FIG. 23 is an explanatory diagram showing a fourteenth embodiment. [Diagram 36] FIG. 23 is an explanatory diagram showing a first modified example of the fourteenth embodiment. [Figure 37] FIG. 23 is an explanatory diagram showing a second modified example of the fourteenth embodiment. [Figure 38] FIG. 23 is an explanatory diagram showing a fifteenth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Hereinafter, a number of embodiments for carrying out the present disclosure will be described with reference to the drawings. In each embodiment, the same reference numerals may be used to designate parts corresponding to matters described in the preceding embodiment, and duplicated descriptions may be omitted. In each embodiment, when only a part of the configuration is described, other embodiments described previously may be applied to other parts of the configuration. In addition to combinations of parts that are specifically indicated as being possible in each embodiment, it is also possible to partially combine embodiments even if not indicated, as long as there is no particular problem with the combination.

[0014] (First embodiment) A vehicle display device 100 according to a first embodiment will be described with reference to Fig. 1 to Fig. 4. The vehicle display device 100 according to 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 will be referred to as the display device 100.

[0015] 1, the display device 100 includes a human machine interface control unit (HCU) 160. The display device 100 displays vehicle driving information such as vehicle speed, engine RPM, transmission shift position, and navigation information from a navigation system (here, locator 30) on a display unit (multiple display devices described later). The display device 100 also displays information related to automatic driving on the display unit.

[0016] The display device 100 is connected to a locator 30, a surrounding monitoring sensor 40, an in-vehicle communication device 50, a first automatic driving ECU 60, a second automatic driving ECU 70, and a vehicle control ECU 80 mounted on the vehicle 10 via a communication bus 90, etc.

[0017] Locator 30 forms a navigation system and generates vehicle position information, etc., by composite positioning that combines a plurality of pieces of acquired information. Locator 30 includes a GNSS (Global Navigation Satellite System) receiver 31, an inertial sensor 32, a map database (hereinafter, "map DB") 33, and a locator ECU 34. Locator 30 corresponds to the acquisition unit of the present disclosure.

[0018] The GNSS receiver 31 receives positioning signals from a plurality of positioning satellites.

[0019] The inertial sensor 32 is a sensor that detects an inertial force acting on the vehicle 10. The inertial sensor 32 includes, for example, a gyro sensor and an acceleration sensor.

[0020] The map DB 33 is a non-volatile memory and stores map data such as link data, node data, road shapes, structures, etc. The map data may be a three-dimensional map consisting of a point cloud of characteristic points of road shapes and structures. The three-dimensional map may be generated based on captured images by REM (Road Experience Management). The map data may also include traffic regulation information, road construction information, weather information, traffic signal information, etc. The map data stored in the map DB 33 is updated periodically or as needed based on the latest information received by the in-vehicle communication device 50 described later.

[0021] Locator ECU 34 mainly includes a microcomputer equipped with a processor, a memory, an input / output interface, and a bus connecting these, etc. Locator ECU 34 sequentially locates the position of vehicle 10 (hereinafter, the vehicle position) by combining the positioning signal received by GNSS receiver 31, the measurement results of inertial sensor 32, and the map data of map DB 33.

[0022] The vehicle position may be expressed by, for example, latitude and longitude coordinates. The vehicle position may be determined by using a travel distance calculated from signals successively output from an on-board sensor 81 (such as a vehicle speed sensor) mounted on the vehicle 10. When a three-dimensional map consisting of a point cloud of characteristic points of road shapes and structures is used as map data, the locator ECU 34 may specify the vehicle position by using the three-dimensional map and the detection results of the periphery monitoring sensor 40 without using the GNSS receiver 31.

[0023] The perimeter monitoring sensor 40 is an autonomous sensor that monitors the environment surrounding the vehicle 10. The perimeter monitoring sensor 40 can detect moving objects such as pedestrians, cyclists, animals other than humans, and other vehicles 20 from a detection range around the vehicle 10, as well as road markings such as fallen objects on the road, guardrails, curbs, road signs, lane lines, and median strips, and stationary objects such as roadside structures. The perimeter monitoring sensor 40 provides detection information of objects detected around the vehicle 10 to the first automatic driving ECU 60, the second automatic driving ECU 70, and the like through a communication bus 90. The perimeter monitoring sensor 40 has, for example, a front camera 41 and a millimeter wave radar 42 as detection components for object detection. The perimeter monitoring sensor 40 corresponds to an acquisition unit in the present disclosure.

[0024] The front camera 41 outputs at least one of imaging data of an area in front of the vehicle 10 and an analysis result of the imaging data as detection information.

[0025] A plurality of millimeter wave radars 42 are arranged at intervals on the front and rear bumpers of the vehicle 10, for example. The millimeter wave radar 42 irradiates millimeter waves or quasi-millimeter waves toward a forward range, a front side range, a rear range, a rear side range, etc. of the vehicle 10. The millimeter wave radar 42 generates detection information by processing of receiving reflected waves reflected by moving objects, stationary objects, etc. Note that the perimeter monitoring sensor 40 may include other detection configurations, such as LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging) that detects a point cloud of feature points of features, and sonar that receives reflected ultrasonic waves.

[0026] The in-vehicle communication device 50 is a communication module mounted on the vehicle 10. The in-vehicle communication device 50 has at least a function of V2N (Vehicle to cellular Network) communication according to communication standards such as LTE (Long Term Evolution) and 5G, and transmits and receives radio waves to and from base stations around the vehicle 10. The in-vehicle communication device 50 may further have functions such as vehicle to roadside infrastructure (hereinafter "V2I") communication and vehicle to vehicle (hereinafter "V2V") communication. The in-vehicle communication device 50 enables cooperation between the cloud and the in-vehicle system (Cloud to Car) through V2N communication. By mounting the in-vehicle communication device 50, the vehicle 10 becomes a connected car that can connect to the Internet. The in-vehicle communication device 50 corresponds to an acquisition unit of the present disclosure.

[0027] The in-vehicle communication device 50 obtains road traffic information such as congestion conditions on roads and traffic regulations from FM multiplex broadcasts and beacons installed on roads by using, for example, VICS (Vehicle information and communication System). In VICS, for example, a threshold speed is determined in advance for each type of road (general road, expressway, etc.), and if the vehicle speed of a traveling vehicle (other vehicle 20) on each road falls below the threshold speed, it is determined that congestion has occurred. For example, a value of 10 km / h is used as this threshold speed for general roads, and 40 km / h is used for expressways. The in-vehicle communication device 50 grasps the congestion section (start point to end point) at the travel destination as the congestion occurrence status.

[0028] The in-vehicle communication device 50 provides traffic congestion information based on VICS or the like to the first and second automatic driving ECUs 60, 70, the HCU 160, and the like.

[0029] The first automatic driving ECU 60 and the second automatic driving ECU 70 are mainly composed of a computer equipped with memories 61, 71, processors 62, 72, an input / output interface, and a bus connecting these, etc. The first automatic driving ECU 60 and the second automatic driving ECU 70 are ECUs capable of executing automatic driving control that controls part of or substantially all of the driving of the vehicle 10.

[0030] The first autonomous driving ECU 60 has a partial autonomous driving function that partially takes over the driving operation of the driver. The second autonomous driving ECU 70 has an autonomous driving function that can take over the driving operation of the driver. As an example, in the autonomous driving levels defined by the Society of Automotive Engineers, the first autonomous driving ECU 60 enables partial autonomous driving control (advanced driving assistance) of level 2 or lower that involves the obligation to monitor the surroundings.

[0031] The first automatic driving ECU 60 constructs a plurality of functional units that realize the above-mentioned advanced driving assistance by having the processor 62 execute a plurality of instructions in accordance with a driving assistance program stored in the memory 61.

[0032] The first automatic driving ECU 60 recognizes the driving environment around the vehicle 10 based on detection information acquired from the periphery monitoring sensor 40. As an example, the first automatic driving ECU 60 generates, as analyzed detection information, information (lane information) indicating the relative positions and shapes of the left and right dividing lines or road edges of the lane in which the vehicle 10 is currently traveling (hereinafter, the current lane). In addition, the first automatic driving ECU 60 generates, as analyzed detection information, information (preceding vehicle information) indicating the presence or absence of a preceding vehicle (another vehicle 20) preceding the vehicle 10 in the current lane, and the position and speed of the preceding vehicle if there is one.

[0033] The first automatic driving ECU 60 executes ACC (Adaptive Cruise Control) control to realize constant speed driving of the vehicle 10 at a target speed or driving to follow the preceding vehicle based on the preceding vehicle information. The first automatic driving ECU 60 executes LTA (Lane Tracing Assist) control to maintain driving of the vehicle 10 within the lane based on the lane information. Specifically, the first automatic driving ECU 60 generates control commands for acceleration / deceleration or steering angle, and sequentially provides them to the vehicle control ECU 80 described later. The ACC control is an example of longitudinal control, and the LTA control is an example of lateral control.

[0034] The first automatic driving ECU 60 executes both the ACC control and the LTA control to realize automatic driving of Level 2. Note that the first automatic driving ECU 60 may be capable of realizing automatic driving of Level 1 by executing either the ACC control or the LTA control.

[0035] On the other hand, the second automatic driving ECU 70 enables automatic driving control of level 3 or higher without the obligation to monitor the surroundings in the above automatic driving levels. That is, the second automatic driving ECU 70 enables automatic driving in which the driver is permitted to interrupt monitoring of the surroundings. In other words, the second automatic driving ECU 70 enables automatic driving in which the second task is permitted.

[0036] The second task is an action other than driving that is permitted to the driver, and is a specific action that is defined in advance.

[0037] The second automatic driving ECU 70 constructs a plurality of functional units that realize the above-mentioned automatic driving by causing the processor 72 to execute a plurality of instructions in accordance with an automatic driving program stored in the memory 71.

[0038] The second automatic driving ECU 70 recognizes the driving environment around the vehicle 10 based on the vehicle position and map data acquired from the locator ECU 34, the detection information acquired from the surrounding monitoring sensor 40, the communication information acquired from the in-vehicle communication device 50, etc. For example, the second automatic driving ECU 70 recognizes the current lane position of the vehicle 10, the shape of the current lane, the relative positions and relative speeds of moving objects around the vehicle 10, the traffic congestion situation, etc.

[0039] In addition, the second automatic driving ECU 70 distinguishes between manual driving areas (MD areas) and automatic driving areas (AD areas) in the area in which the vehicle 10 is traveling, and distinguishes between ST sections and non-ST sections in the AD areas, and sequentially provides the recognition results to the HCU 160 described below.

[0040] 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 of the longitudinal control, lateral control, and periphery monitoring of the vehicle 10. For example, the MD area is an area where the driving road is a general road.

[0041] The AD area is an area where autonomous driving is permitted. In other words, the AD area is an area where the vehicle 10 can take over one or more of longitudinal (front-rear) control, lateral (width) control, and periphery monitoring. For example, the AD area is an area where the driving road is an expressway or a motorway.

[0042] AD areas are divided into non-ST sections where automated driving of level 2 or lower is possible, and ST sections where automated driving of level 3 or higher is possible. In this embodiment, it is assumed that non-ST sections where automated driving of level 1 is permitted are equivalent to non-ST sections where automated driving of level 2 is permitted.

[0043] The ST section is, for example, a travel section where congestion occurs (congested section). The ST section is, for example, a travel section where a high-precision map is prepared. The HCU 160 described later judges that the section is an ST section when the travel speed of the vehicle 10 continues to be within a range below a determination speed for a predetermined period of time. Alternatively, the HCU 160 may judge whether the section is an ST section using the vehicle's position and congestion information obtained from the in-vehicle communication device 50 by VICS or the like. Furthermore, the HCU 160 may judge whether the section is an ST section based on conditions such as the travel road having two or more lanes, the presence of other vehicles 20 around the vehicle (the vehicle) 10 (in the same lane and the adjacent lane), the presence of a median strip on the travel road, and the possession of high-precision map data in addition to the travel speed of the vehicle 10 (congested travel section condition).

[0044] In addition to congested sections, HCU160 may also designate sections where specific conditions other than congestion are met regarding the surrounding environment of vehicle 10 as ST sections (such as sections where constant speed driving without congestion on a highway, following driving, LTA (lane keeping driving)) is possible.

[0045] The autonomous driving system including the first and second autonomous driving ECUs 60, 70 described above enables the vehicle 10 to perform at least autonomous driving equivalent to levels 2 and 3.

[0046] The vehicle control ECU 80 is an electronic control device that performs acceleration / deceleration control and steering control of the vehicle 10. The vehicle control ECU 80 includes a power unit control ECU and a brake ECU that perform acceleration / deceleration control, and a steering ECU that performs steering control. The vehicle control ECU 80 acquires detection signals output from each sensor, such as a vehicle speed sensor and a steering angle sensor, mounted on the vehicle 10, and outputs control signals to each driving control device, such as an electronically controlled throttle, a brake actuator, and an EPS (Electric Power Steering) motor. The vehicle control ECU 80 acquires a control instruction for the vehicle 10 from the first automatic driving ECU 60 or the second automatic driving ECU 70, and controls each driving control device to realize automatic driving according to the control instruction.

[0047] The vehicle control ECU 80 is also connected to an on-vehicle sensor 81 that detects driving operation information of the driving members by the driver. The on-vehicle 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. In addition, the on-vehicle sensor 81 also includes a vehicle speed sensor that detects the traveling speed of the vehicle 10, a rotation sensor that detects the operating speed of the traveling drive parts (engine, traveling motor, etc.), and a shift sensor that detects the shift position of the transmission. The vehicle control ECU 80 sequentially provides the detected driving operation information, vehicle operation information, etc. to the HCU 160.

[0048] Next, a description will be given of the configuration of the display device 100. 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 includes an audio device 140, an operation device 150, and the like.

[0049] The multiple display devices include a head-up display (hereinafter, HUD) 110, a meter display 120, and a center information display (hereinafter, CID) 130. The multiple display devices may further include displays EMB (rear display), EML (left display), and EMR (right display) of an electronic mirror system. The HUD 110, the meter display 120, and the CID 130 are display units that present image content, such as still images or videos, to the driver as visual information. For example, images of a road (driving lane), a vehicle (own vehicle) 10, and another vehicle 20 are used as the image content.

[0050] Based on the control signal and video data acquired from the HCU 160, the HUD 110 projects the light of the image formed in front of the driver onto a projection area defined on the front windshield of the vehicle 10. The light of the image reflected by the front windshield into the interior of the vehicle is perceived by the driver sitting in the driver's seat. In this way, the HUD 110 displays a virtual image in the space ahead of the projection area. The driver visually recognizes the virtual image within the angle of view displayed by the HUD 110 superimposed on the foreground of the vehicle 10.

[0051] The meter display 120 and the CID 130 are mainly configured to include, for example, a liquid crystal display or an OLED (Organic Light Emitting Diode) display. The meter display 120 and the CID 130 display various images on the display screen based on a control signal and video data acquired from the HCU 160. The meter display 120 is, for example, a main display unit installed in front of the driver's seat. The CID 130 is a sub-display unit provided in a central area in the vehicle width direction in front of the driver. For example, the CID 130 is installed above a center cluster in an instrument panel. The CID 130 has a touch panel function and detects, for example, a touch operation and a swipe operation on the display screen by the driver or the like.

[0052] In this embodiment, a case where a meter display 120 (main display unit) is used as the display unit will be described as an example.

[0053] Audio device 140 has a plurality of speakers installed in the vehicle cabin. Audio device 140 presents an alarm sound, a voice message, or the like as auditory information to the driver based on a control signal and voice data acquired from HCU 160. In other words, audio device 140 is an information presentation device capable of presenting information in a form different from visual information.

[0054] The operation device 150 is an input unit that accepts user operations by a driver or the like. User operations related to, for example, starting and stopping each level of an autonomous driving function are input to the operation device 150. The operation device 150 includes, for example, a steering switch provided on the spokes of the steering wheel, an operation lever provided on the steering column, a voice input device that recognizes the contents of the driver's speech, and an icon (switch) for touch operation in the CID 130.

[0055] The HCU 160 controls the display on the meter display 120 based on information acquired by the locator 30, the surroundings monitoring sensor 40, the in-vehicle communication device 50, the first automatic driving ECU 60, the second automatic driving ECU 70, the vehicle control ECU 80, etc. (described in detail later). The HCU 160 mainly includes a computer equipped with a memory 161, a processor 162, an input / output interface, and a bus connecting these.

[0056] The memory 161 is at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, an optical medium, etc., that non-temporarily stores or stores computer-readable programs and data, etc. The memory 161 stores various programs executed by the processor 162, such as a presentation control program described below.

[0057] The processor 162 is hardware for arithmetic processing, and includes at least one type of core selected from a central processing unit (CPU), a graphics processing unit (GPU), and a reduced instruction set computer (RISC)-CPU.

[0058] The processor 162 executes a plurality of instructions included in the presentation control program stored in the memory 161. In this way, the HCU 160 configures a plurality of functional units for controlling presentation to the driver. In this way, in the HCU 160, the presentation control program stored in the memory 161 causes the processor 162 to execute a plurality of instructions, thereby configuring a plurality of functional units.

[0059] The HCU 160 acquires the recognition result of the driving environment from the first automatic driving ECU 60 or the second automatic driving ECU 70. The HCU 160 grasps the surrounding state of the vehicle 10 based on the acquired recognition result. Specifically, the HCU 160 grasps the approach to an AD area, the entry into an AD area, the approach to an ST section (congested section), the entry into an ST section, etc. The HCU 160 may grasp the surrounding state based on information acquired directly from the locator ECU 34, the surrounding monitoring sensor 40, etc., instead of the recognition result acquired from the first and second automatic driving ECUs 60, 70.

[0060] The HCU 160 determines that automated driving cannot be permitted when the vehicle 10 is traveling in an MD area. On the other hand, the HCU 160 determines that automated driving of level 2 or higher can be permitted when the vehicle 10 is traveling in an AD area. Furthermore, the HCU 160 determines that automated driving of level 2 can be permitted when the vehicle 10 is traveling in a non-ST section of the AD area, and determines that automated driving of level 3 can be permitted when the vehicle is traveling in an ST section.

[0061] The HCU 160 determines the autonomous driving level to actually be executed based on the surrounding conditions of the vehicle 10, the driver's state, the currently permitted autonomous driving level, and input information to the operation device 150. That is, when an instruction to start the currently permitted autonomous driving level is acquired as input information, the HCU 160 decides to execute the autonomous driving level.

[0062] 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.

[0063] The HCU 160 generates control signals and video data to be provided to each of the display devices 110, 120, and 130, and generates control signals and audio data to be provided to the audio device 140. The HCU 160 outputs the generated control signals and each data to each presentation device, thereby presenting information on each of the display devices 110, 120, and 130.

[0064] The configuration of display device 100 is as described above, and the operation, functions and effects will be described below with reference to Figs. 2 to 4 as well.

[0065] In this embodiment, an example is mainly given of a case where autonomous driving level 3 (traffic jam following driving) is implemented in a congested section while driving on a highway, in addition to autonomous driving level 2. The conditions under which autonomous driving level 3 is possible (predetermined autonomous driving enabling conditions) are, for example, when the vehicle speed is 10 km / h or less, and when there are other vehicles 20 (or road shoulders) blocking the front, left and right of the vehicle 10 in multiple driving lanes.

[0066] For example, when the VICS information from the in-vehicle communication device 50 detects the occurrence of a traffic jam (vehicle speed 40 km / h or less) at the destination ("Traffic jam detected" in Figure 2), the HCU 160 displays transition information related to the transition to autonomous driving on the meter display 120 ("Transition information display" in Figure 2) using images of the road, the vehicle 10, the other vehicle 20, etc. until the conditions for autonomous driving are met ("Level 3 possible" in Figure 2).

[0067] As shown in Fig. 3, the transition information is displayed in a planar form and includes an image of the host vehicle 10 in multiple driving lanes (three lanes in this case) and an image of another vehicle area OA formed in front of and to the left and right of the host vehicle 10. The other vehicle area OA indicates the position of another vehicle 20 relative to the host vehicle 10 that enables autonomous driving level 3 during congestion. Here, the other vehicle area OA is the position in front of and to the left and right of the host vehicle 10 in the multiple driving lanes. The other vehicle area OA is, for example, a rectangular frame image drawn with dashed lines ("Show frame" in Fig. 2).

[0068] Then, the HCU 160 grasps the position of the host vehicle 10 by the locator 30 and the position of the other vehicle 20 by the periphery monitoring sensor 40 and the in-vehicle communication device 50. As shown in Fig. 4, when a traffic jam occurs and the other vehicle 20 is actually located in the positions of all the other vehicle areas OA in front of the host vehicle 10 and on the left and right, and a predetermined time (e.g., 5 seconds) has elapsed, the HCU 160 confirms the determination that there is a traffic jam. Then, the HCU 160 displays an image of the other vehicle 20 in the other vehicle area OA (dashed rectangular frame) as transition information, and further changes the dashed rectangular frame to a solid rectangular frame ("frame filled" in Fig. 2).

[0069] When the transition information is displayed as above (FIG. 4), it indicates that transition to autonomous driving is possible ("Lv3 possible" in FIG. 2). Furthermore, upon determining that autonomous driving is possible, HCU 160 displays a request for the driver to switch to autonomous driving on meter display 120 ("Lv3 possible notification" in FIG. 2). The driver can switch to autonomous driving level 3 by operating operation device 150 ("Lv3 trigger" in FIG. 2).

[0070] As described above, in this embodiment, when the occurrence of a traffic jam is detected from the position information of the vehicle 10 and the traffic congestion information of the other vehicle 20, the HCU 160 displays transition information related to the transition to autonomous driving on the meter display 120 using images of the road to be traveled and / or images of the other vehicle 20, including the vehicle 10, until the conditions for autonomous driving are met.

[0071] This allows the driver to clearly recognize the current traffic jam state from the transition information on the meter display 120, and correctly grasp whether or not transition to autonomous driving is possible. In other words, the driver can grasp whether the vehicle 10 is traveling to transition to autonomous driving level 3 in a traffic jam, or whether it is simply traveling at a low speed in a traffic jam without being able to transition to autonomous driving level 3.

[0072] (Modification 1 of the first embodiment) Modification 1 of the first embodiment is shown in Fig. 5 and Fig. 6. Modification 1 of the first embodiment changes the display form of the road, the vehicle 10, the other vehicle 20, and the other vehicle area OA from a planar display form to a bird's-eye view display form. This provides a realistic display, making it easier for the driver to grasp the state of traffic congestion.

[0073] (Modification 2 of the first embodiment) Modification 2 of the first embodiment is shown in Fig. 7 and Fig. 8. Modification 2 of the first embodiment changes the conditions for enabling automatic driving, and accordingly changes the display format of the other vehicle area OA. Fig. 7 shows an example of a planar display, and Fig. 8 shows an example of a bird's-eye view display.

[0074] Here, in contrast to the first embodiment, the conditions for enabling autonomous driving are that the actual vehicle speed is 10 km / h or less and that another vehicle 20 is present only ahead of the vehicle 10. Thus, on the meter display 120, the other vehicle area OA as transition information is displayed (displayed in a dashed frame) only ahead of the vehicle 10, and when another vehicle 20 is located in this other vehicle area OA ahead, an image of the other vehicle 20 is displayed within the other vehicle area OA and the frame line is changed to a solid line. When this condition is met, transition to autonomous driving is possible and switching to autonomous driving level 3 is performed.

[0075] In this embodiment as well, by displaying transition information, it is possible to obtain the same effect as in the first embodiment.

[0076] Second embodiment The second embodiment is shown in Figures 9 and 10. In the second embodiment, the HCU 160 displays a possible area PA1 in which automatic driving is possible as transition information.

[0077] Here, the conditions for enabling Level 3 autonomous driving are the vehicle speed (10 km / h or less) and the position of the host vehicle 10 that should be followed relative to other vehicles 20. Therefore, the possible area PA1 is information indicating which other vehicle 20 the host vehicle 10 should follow among the multiple other vehicles 20 that form a traffic jam in order to enable Level 3 autonomous driving.

[0078] Fig. 9 shows an example in which a position immediately behind another vehicle 20 ahead of the host vehicle 10 is formed as the possible area PA1 in the driving lane in which the host vehicle 10 is driving. Fig. 10 shows an example in which a position in front of the host vehicle 10 and surrounded on the left and right sides by other vehicles 20 (including road shoulders) is formed as the possible area PA1 in a plurality of driving lanes. The possible area PA1 is formed, for example, as a rectangular area display image.

[0079] HCU 160 grasps the position of host vehicle 10 by locator 30 and the position of other vehicle 20 by surroundings monitoring sensor 40 and in-vehicle communication device 50. HCU 160 then displays host vehicle 10, other vehicle 20, and possible area PA1 in multiple driving lanes on meter display 120. Then, when host vehicle 10 enters possible area PA1 at a vehicle speed of 10 km / h or less, as shown by the arrows in Figs. 9 and 10, transition to autonomous driving is possible, and switching to autonomous driving level 3 is performed.

[0080] This allows the driver to easily grasp whether or not transition to autonomous driving is possible depending on the position of the vehicle 10 relative to the possible area PA1.

[0081] (Modification 1 of the second embodiment) Modification 1 of the second embodiment is shown in Fig. 11 and Fig. 12. Modification 1 of the second embodiment changes the display form of the road, the vehicle 10, the other vehicle 20, and the possible area PA1 from a planar display form to a bird's-eye view display form. This provides a realistic display, making it easier for the driver to grasp the state of traffic congestion and the possibility of switching to autonomous driving.

[0082] Although FIGS. 11 and 12 show the case of a road having a plurality of driving lanes, in the case of a road with one lane in each direction, a display as shown in FIG. 13 can be used.

[0083] Third embodiment The third embodiment is shown in Fig. 14. In contrast to the second embodiment (Figs. 9 and 10), the third embodiment shows the possible area PA2 as a driving lane that the other vehicle 20 should follow.

[0084] For example, when the host vehicle 10 approaches the other vehicle 20, there is a position in front of and to the left and right of the host vehicle 10 where the host vehicle 10 will be sandwiched between the other vehicles 20. Therefore, the HCU 160 displays the driving lane itself including this position as the possible area PA2.

[0085] HCU 160 grasps the position of host vehicle 10 by locator 30, and the position of other vehicle 20 by surroundings monitoring sensor 40 and in-vehicle communication device 50. HCU 160 then displays host vehicle 10, other vehicle 20, and possible area PA2 in multiple driving lanes on meter display 120. When host vehicle 10 enters possible area PA2 at a vehicle speed of 10 km / h or less, transition to autonomous driving is possible, and switching to autonomous driving level 3 is performed.

[0086] This allows the driver to easily grasp whether or not transition to autonomous driving is possible depending on the position of the vehicle 10 relative to the possible area PA2.

[0087] (Modification 1 of the third embodiment) Variation 1 of the third embodiment is shown in Fig. 15. Variation 1 of the third embodiment changes the display form of the road, the vehicle 10, the other vehicle 20, and the possible area PA2 from a planar display form to a bird's-eye view display form. This results in a realistic display, making it easier for the driver to grasp the state of traffic congestion and the possibility of switching to autonomous driving.

[0088] (Fourth embodiment) A fourth embodiment is shown in Fig. 16. In the fourth embodiment, the HCU 160 displays, as transition information, other vehicles 21 that are causing congestion in a form different from the normal display. Fig. 16 shows the case where the two-dimensional display is performed.

[0089] For example, when other vehicles 20 are normally displayed in blue, the HCU 160 displays other vehicles 21 that are in a traffic jam state in red (hatched display in FIG. 16). In FIG. 16, the other vehicles 21 are connected to each other toward the destination, and are displayed in red to indicate that they are in a traffic jam state. Also, the other vehicle 20 in the right lane in FIG. 16 has no other vehicles 20 toward the destination, and the other vehicle 20 in the left lane is at a certain distance from the other vehicle 21 ahead, and neither is in a traffic jam state, and is displayed in blue.

[0090] In this way, other vehicles 21 that are causing a traffic jam are distinguished, for example, by color, from other vehicles 20 that are not causing a traffic jam, so that the driver can clearly understand the traffic jam situation and can easily understand, for example, that if he or she gets behind another vehicle 21, he or she will be able to transition to autonomous driving.

[0091] (Modification 1 of the fourth embodiment) A first modified example of the fourth embodiment is shown in Fig. 17 and Fig. 18. In the first modified example of the fourth embodiment, in contrast to the fourth embodiment, an identification mark is provided on other vehicles 21 that cause a traffic jam.

[0092] The identification display in Fig. 17 is, for example, an identification display using text such as "traffic jam" added to the rear of the image of the other vehicle 21. Also, the identification display in Fig. 18 is, for example, an identification display using an image that flashes to the rear of the image of the other vehicle 21. Other identification displays (representations of identification) can be implemented in various ways, such as changing the design of the image of the other vehicle 21 or changing the type of lines drawn. This makes it possible to obtain the same effects as the fourth embodiment.

[0093] (Modification 2 of the fourth embodiment) A second modified example of the fourth embodiment is shown in Fig. 19. In contrast to the fourth embodiment, the display format on the meter display 120 may be an overhead display instead of a planar display (Fig. 16). This provides a more realistic display, making it easier for the driver to grasp the state of traffic congestion and the possibility of switching to autonomous driving.

[0094] (Modification 3 of the fourth embodiment) FIG. 20 shows a third modified example of the fourth embodiment. In the third modified example, the HCU 160 displays only the driving lanes in which congestion following driving is possible, as transition information, among a plurality of driving lanes. For example, as shown in FIG. 20(a), when congestion is eliminated in the right lane among three lanes, the HCU 160 displays only the vehicle lane and the left lane on the meter display 120 as if it were a two-lane road, as shown in FIG. 20(b). This allows the driver to clearly grasp the congestion situation, and for example, allows the driver to easily grasp that transition to automated driving is possible by driving in the vehicle lane or the left lane.

[0095] Fifth embodiment The fifth embodiment is shown in Fig. 21. In the fifth embodiment, the HCU 160 displays, as transition information, other vehicles 21 forming a traffic jam, except for the last other vehicle 21, as a single belt-shaped congestion area 22 (one mass). Fig. 21 shows a case where the display is performed in a plane. This makes it possible to obtain the same effect as the fourth embodiment (Fig. 16).

[0096] (Modification 1 of the fifth embodiment) A first modified example of the fifth embodiment is shown in Fig. 22. In contrast to the fifth embodiment, the display format on the meter display 120 may be an overhead display instead of a planar display (Fig. 21). This provides a more realistic display, making it easier for the driver to grasp the state of traffic congestion and the possibility of switching to autonomous driving.

[0097] Sixth embodiment A sixth embodiment is shown in Fig. 23. In the sixth embodiment, the HCU 160 displays, as transition information, an unacceptable area IA1 in which autonomous driving is not possible. The unacceptable area IA1 is, for example, an area in which there are no other vehicles 20 in the left and right driving lanes, and the conditions for transitioning to autonomous driving (traffic jam following driving) are not met. In this way, by displaying the unacceptable area IA1, it is possible to understand that transitioning to autonomous driving is not possible.

[0098] Seventh embodiment The seventh embodiment is shown in Figures 24 to 26. In the seventh embodiment, the HCU 160 displays other vehicles 21 that cause congestion as a congestion area 22 (a predetermined mass) as transition information.

[0099] For example, Fig. 24 shows an example in which all other vehicles 21 forming a traffic jam other than the host vehicle 10 are displayed as a traffic jam area 22. Fig. 25 shows an example in which other vehicles 21 in the driving lane (host lane) of the host vehicle 10 are displayed individually, and other vehicles 21 in other driving lanes (other lanes) are displayed as a traffic jam area 22. Fig. 26 shows an example in which other vehicles 21 adjacent to the host vehicle 10 are displayed individually, and the rest are displayed as the traffic jam area 22.

[0100] This allows the driver to clearly understand the traffic congestion situation and easily know which lane to use in order to transition to autonomous driving.

[0101] Eighth embodiment The eighth embodiment is shown in Fig. 27. In the eighth embodiment, when the HCU 160 detects the possibility of congestion elimination (e.g., vehicle speed of 40 km / h or more) at the travel destination from the position information of the vehicle 10 and the congestion information of the other vehicle 20, the HCU 160 displays transition information corresponding to congestion elimination on the meter display 120.

[0102] In other words, when HCU 160 detects the possibility of the congestion being resolved, it displays transition information (Lv3 → Lv2) related to the transition from autonomous driving level 3 or higher (second autonomous driving) to autonomous driving level 2 or lower (first autonomous driving) on ​​the meter display 120 using images of the road, the vehicle 10, the other vehicles 20, etc., until the conditions for easing autonomous driving are met.

[0103] The point where the autonomous driving cancellation condition is met is the point marked "Lv2 or lower, or manual driving" in FIG. 27. After detecting the possibility of congestion cancellation, HCU160 issues a "driving change notification" to the driver. Upon receiving the "driving change notification," the driver performs "hands-on and surrounding monitoring" in preparation for autonomous driving level 2 or lower. In addition, after the congestion cancellation condition is met, HCU160 performs "display for autonomous driving level 2, or manual driving."

[0104] This allows the driver to clearly recognize the current state of congestion elimination from the transition information on the meter display 120, and therefore correctly grasp whether or not it is possible to transition to the first automatic driving mode. Specific examples of transition information corresponding to congestion elimination will be described below.

[0105] Ninth embodiment The ninth embodiment is shown in Fig. 28. In the ninth embodiment, the HCU 160 displays the host vehicle 10 and the other vehicle 20 from a bird's-eye view as transition information. This provides a realistic display, making it easier for the driver to grasp the state of congestion elimination and the possibility of transitioning to autonomous driving level 2 or lower.

[0106] (Modification 1 of the 9th embodiment) 28 (overhead view), the HUC 160 may switch the height position of the viewpoint for the overhead view in the order of a predetermined position, a position higher than the predetermined position, and an intermediate position between the predetermined position and the higher position. The higher the height position of the viewpoint, the further ahead the view will be displayed.

[0107] 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 situation of other vehicles 20 (the state of clearing of traffic jam) up to a position farther ahead. Then, the height position of the viewpoint is switched to an intermediate position, so that the driver can grasp the standard area ahead.

[0108] (Modification 2 of the 9th embodiment) The HCU 160 may switch the height position of the viewpoint in the bird's-eye view display whenever the vehicle speed of the vehicle 10 exceeds a predetermined threshold value that is set in stages. The predetermined threshold value may be, for example, 40 km / h, 50 km / h, 60 km / h, etc. The HCU 160 sets the height position of the viewpoint in the bird's-eye view display to a predetermined position at a vehicle speed of 40 km / h, sets the height position of the viewpoint to a high position at a vehicle speed of 50 km / h, and further sets the height position of the viewpoint to an intermediate position at a vehicle speed of 60 km / h. This allows the bird's-eye view display to be displayed according to the vehicle speed.

[0109] (Modification 3 of the 9th embodiment) A third modification of the ninth embodiment is shown in Fig. 29. In the third modification of the ninth embodiment, the HCU 160 alternates between displaying the vehicles 10, 20 from a bird's-eye view (Fig. 29(a)) and displaying them in a planar view from directly above (Fig. 29(b)) as transition information. The bird's-eye view makes it easier to grasp the state of the vehicle 10 in the distance ahead, and the planar view makes it easier to grasp the state of the vicinity of the vehicle 10.

[0110] Tenth embodiment A tenth embodiment is shown in Fig. 30. In the tenth embodiment, the HCU 160 displays other vehicles 20 as a congestion area 22 (lump) during congestion, and switches the display of the congestion area 22 to a display of each other vehicle 20 as transition information when the congestion is resolved. In this way, by displaying each other vehicle 20, the driver can appropriately grasp the state of the congestion resolution.

[0111] (Modification 1 of the 10th embodiment) In the tenth embodiment, the HCU 160 may switch from the congestion area 22 (display of a mass) to the display of each other vehicle 20 in response to the distance between the vehicle and the other vehicle 20 ahead or an increase in the vehicle speed of the vehicle 10. This allows the driver to more appropriately grasp the state of congestion elimination.

[0112] Eleventh embodiment An eleventh embodiment is shown in Fig. 31. In the eleventh embodiment, the HCU 160 displays only the driving lane (own lane) of the vehicle 10 during congestion, and switches to a display including surrounding driving lanes (surrounding lanes) as transition information when the congestion is resolved. This allows the driver to properly grasp the state of congestion resolution including surrounding driving lanes.

[0113] Twelfth embodiment A twelfth embodiment is shown in Fig. 32 and Fig. 33. In the twelfth embodiment, as shown in Fig. 32, when a traffic jam occurs again after a traffic jam is cleared (re-traffic jam detection), the HCU 160 displays that the re-traffic jam is different from the traffic jam that occurred before the traffic jam was cleared (re-traffic jam display). The re-traffic jam display can be, for example, a text display such as "re-traffic jam" in the vicinity of the vehicle 10 as shown in Fig. 33. This allows the driver to distinguish between the previous traffic jam and the re-traffic jam after the traffic jam is cleared.

[0114] Thirteenth embodiment A thirteenth embodiment is shown in Fig. 34. In the thirteenth embodiment, the HCU 160 displays only the driving lane (own lane) of the vehicle 10 during congestion, and when congestion occurs again, switches to a display including surrounding driving lanes (surrounding lanes). At this time, the HCU 160 prohibits returning to the display of only the driving lane of the vehicle 10. This allows the driver to clearly understand that congestion has resumed in relation to the previous congestion.

[0115] (Modification 1 of the 13th embodiment) In contrast to the thirteenth embodiment, the HCU 160 displays the surrounding driving lanes (surrounding lanes) during congestion, and displays the vehicle 10 and the other vehicle 20 in a bird's-eye view with a predetermined height position as the viewpoint. When congestion reoccurs after congestion is resolved, the display includes 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 further switched 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 even a farther position ahead when congestion reoccurs. Furthermore, by switching the height position of the viewpoint to an intermediate position, the driver can grasp a standard forward area.

[0116] Fourteenth embodiment A fourteenth embodiment is shown in Fig. 35. In the fourteenth embodiment, the HCU 160 changes the content of the transition information depending on whether the second autonomous driving is autonomous driving level 3 or higher associated with traffic congestion or autonomous driving level 3 or higher in traffic congestion on a specific road such as an expressway.

[0117] Specifically, when the second autonomous driving of autonomous driving level 3 or higher associated with traffic congestion is terminated, the HCU 160 displays the host vehicle 10 and the other vehicle 20 in a planar manner (FIG. 35(a)), and when the second autonomous driving of autonomous driving level 3 or higher associated with traffic congestion on a specified road is terminated, the HCU 160 displays the host vehicle 10 and the other vehicle 20 in a bird's-eye view (FIG. 35(b)). As a result, when the autonomous driving level 3 or higher associated with traffic congestion is terminated, the speed of the host vehicle 10 is relatively low, and the planar display allows the status of the other vehicle 20 around the host vehicle 10 to be grasped. Also, when the autonomous driving level 3 or higher associated with traffic congestion on a specified road is terminated, the speed of the host vehicle 10 is relatively high, and the bird's-eye display allows the status of the other vehicle 20 at a position further ahead of the host vehicle 10 to be grasped.

[0118] (Modification 1 of the 14th embodiment) Variation 1 of the 14th embodiment is shown in Figs. 36 and 37. In Variation 1 of the 14th embodiment, when the second autonomous driving of autonomous driving level 3 or higher associated with traffic congestion is resolved, the HCU 160 displays an icon representing the vehicle 10 indicating that autonomous driving level will be 2 or lower ("Lv2" in Fig. 36(a)). When the second autonomous driving of autonomous driving level 3 or higher during traffic congestion on a specified road is resolved, the HCU 160 displays an icon representing the vehicle 10 indicating that autonomous driving level 3 will continue ("Lv3" in Fig. 36(b)). Alternatively, the HCU 160 changes the appearance of the icon between traffic congestion on a specified road ("Lv3 traffic congestion" in Fig. 37(a)) and normal times on a specified road ("Lv3 normal" in Fig. 37(b)).

[0119] As a result, in Fig. 36, the driver can appropriately distinguish between a case where autonomous driving level 3 or higher associated with traffic congestion is resolved, and a case where autonomous driving level 3 or higher in traffic congestion on a specified road is resolved. Also, in Fig. 37, the driver can appropriately distinguish between a case where there is traffic congestion on a specified road, and a case where there is normal traffic on a specified road.

[0120] Fifteenth embodiment A fifteenth embodiment is shown in Fig. 38. In the fifteenth embodiment, when the vehicle speed of the other vehicle 20 ahead exceeds a congestion resolution speed (e.g., 50 km / h) that is a condition for congestion resolution when congestion is resolved, the HCU 160 changes the display mode of the other vehicle 20 ahead. For example, the HCU 160 changes the color of the other vehicle 20. This allows the driver to appropriately grasp the timing for congestion resolution based on the display mode of the other vehicle 20 ahead.

[0121] (Other embodiments) In the above embodiments, the detection of a traffic jam is determined, for example, from VICS information, but the determination may be based on two or more conditions. When the possibility of a traffic jam is clearly low, the information is unnecessary for the driver, so the reliability of the traffic jam determination can be increased by using multiple determination conditions.

[0122] For example, traffic congestion may be detected not only from VICS information but also from a vehicle speed sensor, and transition information may be displayed when autonomous driving level 3 is not possible because there are no other vehicles 20 blocking the front or left / right sides of the vehicle 10 in multiple driving lanes even though the vehicle speed is below a predetermined value (e.g., below 10 km / h).

[0123] Also, if the other vehicle 20 remains the same for a certain period of time when a traffic jam is detected, it is preferable to detect the occurrence of a traffic jam and execute each of the above embodiments. For example, even if another vehicle 20 exists in front of the vehicle 10 for a long period of time, it is preferable not to determine that a traffic jam has occurred if there is a flow of other vehicles 20 in its place.

[0124] Furthermore, when a traffic jam is detected and other vehicles 20 are displayed on the meter display 120, many other vehicles 20 may overlap each other, making it difficult to see the congested area. In such a case, the visibility of the congested area can be improved by, for example, increasing the transparency as a method of expressing other vehicles 20.

[0125] Furthermore, when using information on the driving lane (lane identifier) ​​as information for determining the occurrence of congestion, it is preferable to estimate the area where congestion occurs by adding data on the coordinates of other vehicles 20.

[0126] In addition, in each of the above embodiments, the display unit is the meter display 120, but the display unit is not limited to this and may be another HUD 110 or the CID 130. When the CID 130 is used as the display unit, the display related to the autonomous driving and the operation (touch operation) for switching to the autonomous driving can be realized by the CID 130.

[0127] Also, CID 130 may be formed, for example, from a plurality of CIDs, and meter display 120 and the plurality of CIDs may be arranged in a horizontal row on an instrument panel to form a pillar-to-pillar type display unit.

[0128] The disclosure in this specification and drawings, etc. is not limited to the exemplified embodiments. The disclosure includes the exemplified embodiments and modifications by those skilled in the art based thereon. For example, the disclosure is not limited to the combination of parts and / or elements shown in the embodiments. The disclosure can be implemented by various combinations. The disclosure can have additional parts that can be added to the embodiments. The disclosure includes the omission of parts and / or elements of the embodiments. The disclosure includes the substitution or combination of parts and / or elements between one embodiment and another embodiment. The disclosed technical scope is not limited to the description of the embodiments. Some disclosed technical scopes are indicated by the description of the claims, and should be interpreted as including all modifications within the meaning and scope equivalent to the description of the claims.

[0129] The control unit and the methodology described in this disclosure are implemented by a special purpose computer provided by configuring a processor and memory programmed to execute one or more functions embodied in a computer program.

[0130] However, the controller and the techniques described herein may also be implemented in a special purpose computer provided by configuring a processor with one or more dedicated hardware logic circuits.

[0131] Alternatively, the control unit and the techniques described herein may be implemented by one or more special purpose computers configured with a processor and memory programmed to perform one or more functions, in combination with a processor configured with one or more hardware logic circuits.

[0132] The computer program may also be stored in a computer-readable non-transitory tangible recording medium as instructions to be executed by a computer. [Explanation of symbols]

[0133] 10 Vehicle, own vehicle 20 Other vehicles 22 Congested area (one block) 30 Locator (acquisition section) 40 Periphery monitoring sensor (acquisition unit) 50 In-vehicle communication device (acquisition part) 100 Vehicle display device 120 Meter display (display unit) 160 Human Machine Interface Control Unit (Control Unit) OA Other Car Area PA1 Possible area (vehicle position) PA2 Possible area (traffic lane) IA1 Unavailable area

Claims

1. a display control unit (160) that, when detecting the occurrence of a traffic jam from position information of the vehicle and traffic jam information of other vehicles (20) traveling around the vehicle, displays transition information related to a transition to autonomous driving on a display unit (120) that displays driving information of the vehicle, using an image including the vehicle and at least one of the road and the other vehicles, until a predetermined autonomous driving enabling condition of the vehicle during the traffic jam is satisfied; The display control unit is a vehicle display device that displays possible areas (PA1, PA2) in which automatic driving is possible as the transition information.

2. a display control unit (160) that, when detecting the occurrence of a traffic jam from position information of the vehicle and traffic jam information of other vehicles (20) traveling around the vehicle, displays transition information related to a transition to autonomous driving on a display unit (120) that displays driving information of the vehicle, using an image including the vehicle and at least one of the road and the other vehicles, until a predetermined autonomous driving enabling condition of the vehicle during the traffic jam is satisfied; The display control unit is a vehicle display device that displays an impossible area (IA1) in which autonomous driving is not possible as the transition information.

3. The display device for a vehicle according to claim 1 , wherein the available area is a position (PA1) of the vehicle to be followed relative to the other vehicle.

4. The display device for a vehicle according to claim 1 , wherein the possible area is a driving lane (PA2) in which the other vehicle should follow.

5. a display control unit (160) that, when detecting the possibility of congestion relief from vehicle position information and congestion information of other vehicles (20) traveling around the vehicle, displays, on a display unit (120) that displays driving information of the vehicle, transition information related to a transition from a second autonomous driving level 3 or higher with no obligation to monitor the surroundings to a first autonomous driving level 2 or lower with an obligation to monitor the surroundings, using an image including the vehicle and at least one of the road and the other vehicles; The display control unit is a vehicle display device that switches an area showing a periphery of the vehicle as the transition information between when there is a traffic jam and when the traffic jam is resolved.

6. a display control unit (160) that, when detecting the possibility of congestion relief from vehicle position information and congestion information of other vehicles (20) traveling around the vehicle, displays, on a display unit (120) that displays driving information of the vehicle, transition information related to a transition from a second autonomous driving level 3 or higher with no obligation to monitor the surroundings to a first autonomous driving level 2 or lower with an obligation to monitor the surroundings, using an image including the vehicle and at least one of the road and the other vehicles; The display control unit switches a display viewpoint of the vehicle as the transition information.

7. When traffic congestion reoccurs after the congestion has been resolved, The display device for a vehicle according to claim 5 , wherein the display control unit displays a message indicating that a re-occurrence of a traffic jam is different from a traffic jam that has occurred before the traffic jam was resolved.

8. 8. The vehicle display device according to claim 7, wherein the display control unit displays only the vehicle's own lane during the traffic jam, and when the traffic jam occurs again, switches to a display including surrounding lanes and prohibits returning to the display of only the vehicle's own lane.

9. 8. The vehicle display device according to claim 7, wherein the display control unit displays a display including surrounding lanes during the traffic jam and an overhead display of the vehicle from a viewpoint at a predetermined height position, and when the traffic jam occurs again, the display includes the surrounding lanes and switches the height position of the viewpoint for the overhead display of the vehicle to a position higher than the predetermined height position, and further switches it to a position lower than the predetermined height position.

10. A computer comprising: A first process of acquiring location information of a vehicle and congestion information of other vehicles (20) traveling around the vehicle; a second process for displaying transition information related to a transition to autonomous driving on a display unit (120) that displays driving information of the vehicle, using an image including the vehicle and at least one of a road and the other vehicle, when the occurrence of a traffic jam is detected from the position information and the traffic jam information, until a predetermined autonomous driving enabling condition of the vehicle during the traffic jam is satisfied; The second process is a display program for a vehicle, the display program including a process of displaying possible areas (PA1, PA2) in which autonomous driving is possible as the transition information.

11. A computer comprising: A first process of acquiring location information of a vehicle and congestion information of other vehicles (20) traveling around the vehicle; a second process for displaying transition information related to a transition to autonomous driving on a display unit (120) that displays driving information of the vehicle, using an image including the vehicle, a driving road, and / or the other vehicle, when the occurrence of a traffic jam is detected from the position information and the traffic jam information, until a predetermined autonomous driving enabling condition of the vehicle during the traffic jam is satisfied; The second process is a display program for a vehicle that includes a process of displaying an area (IA1) where autonomous driving is not possible as the transition information.

12. A computer comprising: A first process of acquiring location information of a vehicle and congestion information of other vehicles (20) traveling around the vehicle; a second process for displaying, on a display unit (120) that displays driving information of the vehicle, transition information related to a transition from a second autonomous driving mode of autonomous driving level 3 or higher without a surrounding monitoring obligation to a first autonomous driving mode of autonomous driving level 2 or lower with a surrounding monitoring obligation, using an image including the vehicle and at least one of the road and the other vehicle, when the possibility of congestion relief is detected from the position information and the congestion information; The second process includes a process of switching an area showing a periphery of the vehicle depending on whether the transition information is a traffic jam or an end of the traffic jam.

13. A computer comprising: A first process of acquiring location information of a vehicle and congestion information of other vehicles (20) traveling around the vehicle; a second process for displaying, on a display unit (120) that displays driving information of the vehicle, transition information related to a transition from a second autonomous driving mode of autonomous driving level 3 or higher without a surrounding monitoring obligation to a first autonomous driving mode of autonomous driving level 2 or lower with a surrounding monitoring obligation, using an image including the vehicle and at least one of the road and the other vehicle, when the possibility of congestion relief is detected from the position information and the congestion information; The second process includes, as the transition information, a process of switching a display viewpoint of the vehicle.

Images