Patent Application
20230182572
The present disclosure relates to a vehicle display apparatus and a vehicle display method for a vehicle having an autonomous driving function.
For example, a vehicle control apparatus has been known as a comparative example. In the comparative example, the vehicle control apparatus determines that transition to an autonomous driving is possible and starts the autonomous driving, for example, when it is determined that a traffic congestion occurred based on traffic congestion information provided from a system such as a VICS (vehicle information and communication system, registered trademark) during a highway traveling, a traffic congestion section is equal to or higher than a predetermined distance, and also a vehicle speed is equal to or smaller than a predetermined value. The autonomous driving is, for example, driving that keeps a constant distance from a congested forwarding vehicle and follows the vehicle. Then, after the autonomous driving started, when an autonomous driving stop condition is satisfied, the autonomous driving stops.
A vehicle display apparatus includes: a display that displays traveling information of a vehicle; an acquisition unit that acquires position information of the vehicle and traffic congestion information of an other vehicle that travels in a periphery of the vehicle; and a display controller that detects an occurrence of a traffic congestion from the position information and the traffic congestion information, and upon detecting the occurrence, displays, on the display, transition information related to transition to autonomous driving by using an image of at least one of a traveling road, the other vehicle, or the vehicle.
A driver does not always understand accurately a determination condition (in the above comparative example, VICS information, the traffic congestion section, the vehicle speed, or the like) used for the vehicle control device to determine the traffic congestion occurrence. Accordingly, even if the driver sensuously thinks that the vehicle entered the traffic congestion, the vehicle control device does not change the driving state to the autonomous driving due to the traffic congestion since the determination condition is not satisfied. Therefore, there is a possibility that the driver feels uncomfortable.
The present disclosure provides a vehicle display apparatus that informs a user of a traffic congestion situation until an autonomous driving possible condition is satisfied.
According to one example, a vehicle display apparatus includes: a display that displays traveling information of a vehicle; an acquisition unit that acquires position information of the vehicle and traffic congestion information of an other vehicle that travels in a periphery of the vehicle; and a display controller that detects an occurrence of a traffic congestion from the position information and the traffic congestion information, and upon detecting the occurrence, displays, on the display, transition information related to transition to autonomous driving by using an image of at least one of a traveling road, the other vehicle, or the vehicle, until a predetermined autonomous driving possible condition of the vehicle during the traffic congestion is satisfied. The display controller may display, as the transition information, a predetermined other vehicle area in the periphery of the vehicle, and determine whether the autonomous driving is possible when the other vehicle enters the other vehicle area. Alternatively, the display controller may display, as the transition information, the multiple other vehicles that form the traffic congestion and exclude an other vehicle on a tail, as a cluster. Alternatively, the display controller may display, as the transition information, an impossible area where the autonomous driving is impossible.
According to the configuration, since the driver can clearly recognize a current resolved state of the traffic congestion based on the transition information by the display, it may be possible to grasp whether transition to the first autonomous driving is possible.
According to another example, a vehicle display device includes: a display that displays traveling information of a vehicle; an acquisition unit that acquires position information of the vehicle and traffic congestion information of an other vehicle that travels in a periphery of the vehicle; and a display controller that detects a traffic congestion resolved possibility from the position information and the traffic congestion information, and upon detecting the traffic congestion resolved possibility, displays, on the display, transition information by using an image of at least one of a traveling road, the other vehicle, or the vehicle, until a predetermined autonomous driving resolved condition of the vehicle during a traffic congestion is satisfied, The transition information is related to transition from second autonomous driving to first autonomous driving. The second autonomous driving does not require a periphery monitoring duty and is autonomous driving at an autonomous driving level 3 or higher. The first autonomous driving requires manual driving or the periphery monitoring duty and is autonomous driving at an autonomous driving level 2 or lower. The display controller may display only a subject vehicle lane during the traffic congestion, and perform switching to a display including a peripheral vehicle lane as the transition information when the traffic congestion is resolved. Alternatively, when the traffic congestion is resolved and a new traffic congestion different from the resolved traffic congestion occurs, the display controller may display that the new traffic congestion is different from the resolved traffic congestion. Alternatively, the display controller may change a content of the transition information, depending on a case where the second autonomous driving is at the autonomous driving level 3 or higher due to the traffic congestion or a case where the second autonomous driving is at the autonomous driving level 3 or higher due to the traffic congestion in a predetermined road. Alternatively, the display controller may alternately switch between, as the transition information, a display showing the vehicle in a bird's-eye view form and a display showing the vehicle in a planer form in which the vehicle is seen from directly above the vehicle.
According to the configuration, since the driver can clearly recognize a current resolved state of the traffic congestion based on the transition information by the display, it may be possible to grasp whether the transition to the first autonomous driving is possible.
The following will describe embodiments for carrying out the present disclosure with reference to the drawings. In each embodiment, parts corresponding to the elements described in the preceding embodiments are denoted by the same reference numerals, and redundant explanation may be omitted. When only a part of a configuration is described in an embodiment, another preceding embodiment may be applied to the other parts of the configuration. Not only parts which are specifically clarified so as to be combined in each embodiment are capable of being combined, but also embodiments are capable of being partially combined with each other even though combination is not clarified as long as no adverse effect is particularly generated with respect to the combination.
A vehicle display apparatus 100 according to a first embodiment will be described with reference to
The display apparatus 100 includes a HCU (human machine interface control unit) 160, as shown in
The display apparatus 100 is connected to the locator 30 mounted on a vehicle 10, a periphery monitoring sensor 40, an in-vehicle communication device 50, a first autonomous driving ECU 60, a second autonomous driving ECU 70, and a vehicle control ECU 80 via a communication bus 90 or the like. In the drawings, the periphery monitoring sensor 40 may be also referred to as PE MT sensor. In the drawings, the first autonomous driving ECU 60 may be also referred to as “1ST AUTO DV ECU”, and the second autonomous driving ECU 70 may be also referred to as “2ND AUTO DV ECU”.
The locator 30 forms the navigation system, and generates subject vehicle position information and the like by complex positioning that combines multiple acquired information. The locator 30 includes a GNSS (Global Navigation Satellite System) receiver 31, an inertial sensor 32, and a map database (hereinafter, map DB) 33, and a locator ECU 34 and the like. The locator 30 corresponds to an acquisition unit of the present disclosure.
The GNSS receiver 31 receives positioning signals from multiple positioning satellites.
The inertial sensor 32 is a sensor that detects the inertial force acting on the vehicle 10. The inertial sensor 32 includes a gyro sensor and an acceleration sensor, for example.
The map DB 33 is a nonvolatile memory, and stores map data such as link data, node data, road shape, structures and the like. The map data may include a three-dimensional map including feature points of road shapes and structures. The three-dimensional map may be generated by REM (road experience management) based on captured images. Further, the map data may include traffic regulation information, road construction information, meteorological information, signal information and the like. The map data stored in the map DB 33 updates regularly or at any time based on the latest information received by the in-vehicle communication device 50 described later.
The locator ECU 34 mainly includes a microcomputer equipped with a processor, a memory, an input/output interface, and a bus connecting these elements. The locator ECU 34 combines the positioning signals received by the GNSS receiver 31, the measurement results of the inertial sensor 32, and the map data of the map DB 33 to sequentially detect the vehicle position (hereinafter, subject vehicle position) of the vehicle 10.
The subject vehicle position may include, for example, coordinates of latitude and longitude. It should be noted that the position of the subject vehicle may be determined using a traveling distance obtained from the signals sequentially output from an in-vehicle sensor 81 (vehicle speed sensor or the like) mounted on the vehicle 10. When a three-dimensional map provided by a road shape and a point group of feature points of a structure is used as map data, the locator ECU 34 may specify the position of the subject vehicle by using the three-dimensional map and the detection results of the periphery monitoring sensor 40 without using the GNSS receiver 31.
The periphery monitoring sensor 40 is an autonomous sensor that monitors a periphery environment of the subject vehicle 10. The periphery monitoring sensor 40 can detect moving objects and stationary objects in a detection range of a periphery of the subject vehicle 10. The moving objects may include pedestrians, cyclists, non-human animals, and other vehicles 20, and the stationary objects may include falling objects on the road, guardrails, curbs, road signs, lane markings, road markings such as a center divider, and structures beside the road. The periphery monitoring sensor 40 provides detection information of detecting an object in the periphery of the vehicle 10 to the first autonomous driving ECU 60, the second autonomous driving ECU 70, and the like through the communication bus 90. The periphery monitoring sensor 40 includes, for example, a front camera 41, a millimeter wave radar 42, and the like as detection configurations for object detection. The periphery monitoring sensor 40 corresponds to the acquisition unit of the present disclosure. The other vehicles 20 may be also referred to as different vehicles 20.
The front camera 41 outputs, as detection information, at least one of image data obtained by capturing a front range of the vehicle 10 or an analysis result of the image data.
The multiple millimeter wave radars 42 are arranged, for example, on front and rear bumpers of the vehicle 10 at intervals from one another. The millimeter wave radars 42 emit millimeter waves or quasi-millimeter waves toward the front range, a front side range, a rear range, and a rear side range of the vehicle 10. Each millimeter wave radar 42 generates detection information by a process of receiving millimeter waves reflected by moving objects, stationary objects, or the like. In the drawings, the millimeter wave radar 42 may be also referred to as MILI WAVE RADAR. The periphery monitoring sensor 40 may include other detection configurations such as LiDAR (light detection and ranging/laser imaging detection and ranging) that detects a point group of feature points of a construction, and a sonar that receives reflected waves of ultrasonic waves.
The in-vehicle communication device 50 is a communication module mounted on the vehicle 10. In the drawings, the in-vehicle communication device 50 may be also referred to as “IN-VEHICLE COM DEVICE”. The in-vehicle communication device 50 has at least a V2N (vehicle to cellular network) communication function in accordance with communication standards such as LTE (long term evolution) and 5G, and sends and receives radio waves to and from base stations and the like in the periphery of the vehicle 10. The in-vehicle communication device 50 may further have functions such as road-to-vehicle (vehicle to roadside infrastructure, hereinafter “V2I”) communication and inter-vehicle (vehicle to vehicle, hereinafter “V2V”) communication. The in-vehicle communication device 50 enables cooperation between a cloud system and an in-vehicle system (Cloud to Car) by the V2N communication. By mounting the in-vehicle communication device 50, the vehicle 10 becomes a connected car capable of connecting to the Internet. The in-vehicle communication device 50 corresponds to the acquisition unit of the present disclosure.
The in-vehicle communication device 50 acquires road traffic congestion information such as road traffic conditions and traffic regulations from FM multiplex broadcasting and beacons provided on roads by using VICS (vehicle information and communication system), for example. In the VICS, for example, a determination speed is determined in advance for each road (such as an ordinary road, a highway, and the like), and when the vehicle speed of a traveling vehicle (other vehicle 20) on each road falls below the determination speed, it is determined that the traffic congestion occurs. For this determination speed, for example, a value such as 10 km/h is used for ordinary roads and 40 km/h for highways. The in-vehicle communication device 50 grasps a congested section (start point to end point) of a travel destination as a state of occurrence of traffic congestion.
The in-vehicle communication device 50 provides traffic congestion information based on VICS and the like to the first autonomous driving ECU 60, the second autonomous driving ECU 70, the HCU 160, and the like.
The first autonomous driving ECU 60 and the second autonomous driving ECU 70 mainly include a computer including processor 62, 72, memories 61, 71, input/output interface, and buses connecting them, respectively. The first autonomous driving ECU 60 and the second autonomous driving ECU 70 are ECUs capable of executing autonomous driving control that partially or substantially completely controls the traveling of the vehicle 10.
The first autonomous driving ECU 60 has a partially autonomous driving function that partially substitutes for the driving operation of the driver. The second autonomous driving ECU 70 has an autonomous driving function capable of substituting for the driving operation of the driver. For example, the first autonomous driving ECU 60 enables partial autonomous driving control (advanced driving assistance) that entails a periphery monitoring duty and is the level 2 or lower in autonomous driving levels defined by US Society of Automotive Engineers.
The first autonomous driving ECU 60 establishes multiple functional units that implement the above-mentioned advanced driving support by causing the processor 62 to execute multiple instructions according to the driving support program stored in the memory 61.
The first autonomous driving ECU 60 recognizes a traveling environment in the periphery of the vehicle 10 based on the detection information acquired from the periphery monitoring sensor 40. As one example, the first autonomous driving ECU 60 generates information (lane information) indicating the relative position and shape of the left and right lane markings or roadsides of the vehicle lane in which the vehicle 10 is currently traveling (hereinafter referred to as a current lane) as the analyzed detection information. In addition, the first autonomous driving ECU 60 generates, as analyzed detection information, information (preceding vehicle information) indicating the presence or absence of a preceding vehicle (other vehicle 20) with respect to the vehicle 10 in the current lane and the position and the speed of the preceding vehicle when there is the preceding vehicle.
Based on the preceding vehicle information, the first autonomous driving ECU 60 executes ACC (adaptive cruise control) that implements constant speed traveling of the vehicle 10 at a target speed or traveling following the preceding vehicle. The first autonomous driving ECU 60 executes LTA (lane tracing assist) control for maintaining the traveling of the vehicle 10 in the vehicle lane based on the lane information. Specifically, the first autonomous driving ECU 60 generates a control command for acceleration/deceleration or steering angle, and sequentially provides them to the vehicle control ECU 80 described later. The ACC control is one example of longitudinal control, and the LTA control is one example of lateral control.
The first autonomous driving ECU 60 implements level 2 autonomous driving operation by executing both the ACC and the STA control. The first autonomous driving ECU 60 may be capable of implementing level 1 autonomous driving operation by executing either the ACC or the LTA control.
On the other hand, the second autonomous driving ECU 70 enables autonomous driving control that does not entail the periphery monitoring duty and is at the level 3 or higher in the above-described autonomous driving levels. That is, the second autonomous driving ECU 70 enables the autonomous driving operation in which the driver is permitted to interrupt the peripheral monitoring. In other words, the second autonomous driving ECU 70 makes it possible to perform autonomous driving in which a second task is permitted.
The second task is an action other than a driving operation permitted to the driver, and is a predetermined specific action.
The second autonomous driving ECU 70 establishes multiple functional units that implement the above-described autonomous driving support by causing the processor 72 to execute multiple instructions according to the autonomous driving program stored in the memory 71.
The second autonomous driving ECU 70 recognizes the traveling environment in the periphery of the vehicle 10 based on the subject vehicle position and map data obtained from the locator ECU 34, the detection information obtained from the periphery monitoring sensor 40, the communication information obtained from the in-vehicle communication device 50, and the like. For example, the second autonomous driving ECU 70 recognizes the position of the current lane of the vehicle 10, the shape of the current lane, the relative positions and relative velocities of moving bodies in the periphery of the vehicle 10, the traffic congestion, and the like.
In addition, the second autonomous driving ECU 70 identifies a manual driving area (MD area) and an autonomous driving area (AD area) in the traveling area of the vehicle 10, identifies a ST section and a non-ST section in the AD area, and sequentially outputs the recognition result to the HCU 160 described later.
The MD area is an area where the autonomous driving is prohibited. In other words, the MD area is an area where the driver performs all of the longitudinal control, lateral control, and peripheral monitoring of the vehicle 10. For example, the MD area is an area where the traveling road is a general road.
The AD area is an area where the autonomous driving is permitted. In other words, the AD area is an area in which the vehicle 10 can substitute at least one of the longitudinal control (forward-backward control), the lateral control (right-left control), or the peripheral monitoring. For example, the AD area is an area where the travelling road is a highway or a motorway.
The AD area is divided into the non-ST section where the autonomous driving at level 2 or lower is possible and the ST section where the autonomous driving at level 3 or higher is possible. In the present embodiment, it is assumed that the non-ST section where the level 1 autonomous driving operation is permitted and the non-ST section where the level 2 autonomous driving operation is permitted are equivalent.
The ST section is, for example, a traveling section (traffic congestion section) in which the traffic congestion occurs. Further, the ST section is, for example, a traveling section in which a high-precision map is prepared. The HCU 160 described later determines that the vehicle 10 is in the ST section when the traveling speed of the vehicle 10 remains within a range equal to or less than the determination speed for a predetermined period. Alternatively, the HCU 160 may determine whether the area is the ST section by using the subject vehicle position and traffic congestion information obtained from the in-vehicle communication device 50 via the VICS and the like. Furthermore, in addition to the traveling speed of the vehicle 10 (traffic congestion traveling section condition), the HCU 160 may determine whether the area is the ST section under a condition such that the traveling road has two or more lanes, there is an other vehicle 20 in the periphery of the vehicle (subject vehicle) 10 (in the same lane and adjacent lanes), the traveling road has a median strip, or the map DB has high-precision map data.
In addition to the traffic congestion section, the HCU 160 may also detect, as the ST section, a section where a specific condition other than traffic congestion is established regarding the periphery environment of the vehicle 10 (that is, a section where the vehicle 10 can travel at a constant speed, follow up a preceding vehicle, or travel with LTA (lane keep traveling) without the traffic congestion on a highway).
With the autonomous driving system including the above first and second autonomous driving ECUs 60 and 70, at least level 2 and level 3 autonomous driving equivalent to the level 2 and level 3 can be executed in the vehicle 10.
The vehicle control ECU 80 is an electronic control device that performs acceleration and deceleration control and steering control of the vehicle 10. The vehicle control ECU 80 includes a steering ECU that performs steering control, a power unit control ECU and a brake ECU that perform acceleration and deceleration control, and the like. The vehicle control ECU 80 acquires detection signals output from respective sensors such as a steering angle sensor, the vehicle speed sensor, and the like mounted on the vehicle 10, and outputs a control signal to each of traveling control devices of an electronic control throttle, a brake actuator, an EPS (electronic power steering) motor, and the like. The vehicle control ECU 80 controls each driving control device so as to implement the autonomous driving according to the control instruction by acquiring the control instruction of the vehicle 10 from the first autonomous driving ECU 60 or the second autonomous driving ECU 70.
Further, the vehicle control ECU 80 is connected to the in-vehicle sensor 81 that detects driving operation information of a driving member by the driver. The in-vehicle sensor 81 includes, for example, a pedal sensor that detects the amount of depression of the accelerator pedal, a steering sensor that detects the amount of steering of the steering wheel, and the like. In addition, the in-vehicle sensor 81 includes a vehicle speed sensor that detects the traveling speed of the vehicle 10, a rotation sensor that detects the operating rotation speed of the traveling drive unit (an engine, a traveling motor, and the like), a shift sensor that detects the shift position of the transmission, and the like. The vehicle control ECU 80 sequentially provides the detected driving operation information, vehicle operation information, and the like to the HCU 160.
Next, the configuration of the display apparatus 100 will be described. The display apparatus 100 includes, as the display units, multiple display devices and, as a display controller, the HCU 160. In addition, the display apparatus 100 is provided with an audio device 140, an operation device 150, and the like.
The multiple display devices include a head-up display (hereinafter, HUD) 110, a meter display 120, a center information display (hereinafter, CID) 130, and the like. The multiple display devices may further include respective displays EMB (for rear view), EML (for left view), EMR (for right view) of the electronic mirror system. The HUD 110, the meter display 120, and the CID 130 are display devices that present image contents such as still images or moving images to the driver as visual information. For example, images of the traveling road (traveling lane), the vehicle (subject vehicle) 10, the other vehicle 20, and the like are used as the image contents.
The HUD 110 projects the light of the image formed in front of the driver onto a projection area defined by a front windshield of the vehicle 10 or the like based on the control signal and video data acquired from the HCU 160. The light of the image that has been reflected toward the vehicle interior by the front windshield is perceived by the driver seated in the driver's seat. In this way, the HUD 110 displays a virtual image in the space in front of the projection area. The driver visually recognizes the virtual image in the angle of view displayed by the HUD 110 so as to overlap the foreground of the vehicle 10.
The meter display 120 and the CID 130 mainly 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 the control signal and the video data acquired from the HCU 160. The meter display 120 is, for example, a main display unit installed in front of the driver's seat. The CID 130 is a sub-display unit provided in a central area in a 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 a display screen by the driver or the like.
In the present embodiment, a case where the meter display 120 (main display unit) is used as the display unit will be described as an example.
The audio device 140 has multiple speakers installed in the vehicle interior. The audio device 140 presents a notification sound, a voice message, or the like as auditory information to the driver based on the control signal and voice data acquired from the HCU 160. That is, the audio device 140 is an information presentation device capable of presenting information in a mode different from visual information.
The operation device 150 is an input unit that receives a user operation by the driver or the like. For example, user operations related to the start and stop of each level of the autonomous driving function are input to the operation device 150. The operation device 150 includes, for example, a steering switch provided on a spoke unit of the steering wheel, an operation lever provided on a steering column unit, a voice input device for recognizing contents of a driver's speech, and an icon for touch operation on the CID 130 (switch), and the like.
The HCU 160 performs display control on the meter display 120 based on the information acquired by the locator 30, the periphery monitoring sensor 40, the in-vehicle communication device 50, the first autonomous driving ECU 60, the second autonomous driving ECU 70, the vehicle control ECU 80, and the like, as described above. The HCU 160 mainly includes a computer including a processor 162, a memory 161, an input/output interface, a bus connecting these components, and the like.
The memory 161 is, for example, at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic storage medium, and an optical storage medium, for non-transitory storing or memorizing computer readable programs and data. The memory 161 stores various programs executed by the processor 162, such as a presentation control program described later.
The processor 162 is a hardware for arithmetic processing. The processor 162 includes, as a core, at least one type of, for example, a CPU (central processing unit), a GPU (graphics processing unit), an RISC (reduced instruction set computer) CPU, and the like.
The processor 162 executes multiple instructions included in the presentation control program stored in the memory 161. Thereby, the HCU 160 provides multiple functional units for controlling the presentation to the driver. As described above, in the HCU 160, the presentation control program stored in the memory 161 causes the processor 162 to execute multiple instructions, thereby constructing multiple functional units.
The HCU 160 acquires the traveling environment recognition result from the first autonomous driving ECU 60 or the second autonomous driving ECU 70. The HCU 160 grasps a periphery state of the vehicle 10 based on the acquired recognition result. Specifically, the HCU 160 grasps the approach to the AD area, the entry into the AD area, the approach to the ST section (traffic congestion section), the entry into the ST section, and the like. The HCU 160 may grasp the periphery state based on information directly obtained from the locator ECU 34, the periphery monitoring sensor 40, or the like instead of the recognition results obtained from the first and second autonomous driving ECUs 60 and 70.
The HCU 160 determines that the autonomous driving operation is not permitted when the vehicle 10 is traveling in the MD area. On the other hand, the HCU 160 determines that the autonomous driving operation at the level 2 or higher is permitted when the vehicle 10 is traveling in the AD area. Further, the HCU 160 determines that level 2 autonomous driving can be permitted when the vehicle is traveling in the non-ST section of the AD area, and determines that the level 3 autonomous driving can be permitted when the vehicle is traveling in the ST section.
The HCU 160 determines the level of autonomous driving to be actually executed based on the periphery state of the vehicle 10, a driver state, the level of currently permitted autonomous driving, input information to the operation device 150, and the like. That is, the HCU 160 determines execution of the level of autonomous driving when an instruction to start the currently permitted level of autonomous driving is acquired as input information.
The HCU 160 controls presentation of content related to the autonomous driving. Specifically, the HCU 160 selects a content to be presented on each display device 110, 120, 130 based on various information.
The HCU 160 generates a control signal and video data to be provided to each display device 110, 120, 130 and a control signal and audio data to be provided to the audio device 140. The HCU 160 outputs the generated control signal and each data to each presentation device, thereby presenting information on each of the display devices 110, 120, and 130.
The display apparatus 100 is configured as described above. Hereinafter, the operation and the effects will be described with further reference to
The present embodiment exemplifies a case where, at the autonomous driving level 2 during the highway traveling, the autonomous driving level 3 (traffic congestion following driving) is performed in the traffic congestion occurrence section. Conditions for enabling the autonomous driving level 3 (predetermined autonomous driving possible conditions) are, for example, that the vehicle speed is 10 km/h or less, and that other vehicles 20 (or shoulders) block the front, left and right of the subject vehicle 10 in multiple traveling lanes exist.
Then, for example, when the occurrence (vehicle speed 40 km/h or less) of the traffic congestion ahead of the vehicle is detected based on VICS information of the in-vehicle communication device 50 (“traffic congestion detection” in
As shown in
Then, the HCU 160 grasps the position of the subject 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
When the transition information is displayed as described above (
As described above, in the present embodiment, when the traffic congestion occurrence is detected based on the position information of the subject vehicle 10 and the traffic congestion information of the other vehicle 20, the HCU 160 displays the transition information related to the transition to the autonomous driving on the meter display 120 by using at least one of images of the traveling road, the subject vehicle 10, or the other vehicle 20, until the autonomous driving possible condition is satisfied.
Thereby, since the driver can clearly recognize the current traffic congestion based on the transition information on the meter display 120, the driver can correctly grasp whether the transition to the autonomous driving is possible. That is, the driver can grasp whether the current situation is a situation where the subject vehicle 10 travels for transition to the autonomous driving level 3 in the traffic congestion or a situation where the transition to the autonomous driving level 3 is not possible and the subject vehicle 10 merely travels at the low speed in the traffic congestion.
Here, the second modification is different from the above-described first embodiment. In the second modification, the autonomous driving possible condition is that the actual vehicle speed is 10 km/s or less and the other vehicle 20 exists only in front of the subject vehicle 10. Accordingly, on the meter display 120, the other vehicle area OA as the transition information is displayed only in front of the subject vehicle 10 (broken line display). When the other vehicle 20 is positioned in this front other vehicle area OA, the image of the other vehicle 20 is displayed inside the other vehicle area OA and the frame line is changed to a solid line. When this state is satisfied, the transition to the autonomous driving is determined to be possible, and the switching to the autonomous driving is performed.
Also in the present embodiment, it may be possible to obtain the similar effect to the above-described first embodiment by displaying the transition information.
Here, the conditions under which autonomous driving level 3 is possible include a vehicle speed condition (10 km/h or less) and a position of the subject vehicle 10 that should follow the other vehicle 20. Accordingly, the possible area PA1 is information indicating a vehicle among the other vehicles 20 forming the traffic congestion. When the subject vehicle 10 follows the indicated vehicle, the autonomous driving level 3 becomes possible.
The HCU 160 grasps the position of the subject 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. Then, the HCU 160 displays, on meter display 120, the subject vehicle 10, the other vehicle 20, and the possible area PA1 in the multiple traveling lanes. Then, as shown by arrows in
Thereby, the driver can easily grasp whether it is possible to transit to the autonomous driving depending on the position of the subject vehicle 10 with respect to the possible area PA1.
Although
For example, when the subject vehicle 10 approaches the other vehicle 20, there are positions where the subject vehicle 10 is sandwiched by the other vehicles 20 in front of the subject vehicle 10 and on the left and right sides. Accordingly, the HCU 160 displays the traveling lane including this position as the possible area PA2.
The HCU 160 grasps the position of the subject 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. Then, the HCU 160 displays, on meter display 120, the subject vehicle 10, the other vehicle 20, and the possible area PA2 in the multiple traveling lanes. Then, when the subject vehicle 10 enters the possible area PA2 at the vehicle speed of 10 km/h or less, the transition to the autonomous driving is possible, and the switching to the autonomous driving level 3 is performed.
Thereby, the driver can easily grasp whether it is possible to transit to the autonomous driving depending on the position of the subject vehicle 10 with respect to the possible area PA2.
A fourth embodiment is shown in
For example, when the other vehicles 20 are normally displayed in blue, the HCU 160 displays the other vehicles 21 in the traffic congestion in red (indicated by hatching in
In this way, the other vehicles 21 forming the traffic congestion are identified by, for example, colors with respect to the other vehicles 20 not forming the traffic congestion, so that the driver can clearly grasp the traffic congestion situation. For example, when the vehicle is in the rear of the vehicle 21, it is possible to easily grasp that the transition to autonomous driving is possible.
The identification display in
For example,
Thereby, the driver can clearly grasp the traffic congestion situation. The driver can easily grasp which traveling lane enables the transition to the autonomous driving.
That is, when detecting the possibility of resolving the traffic congestion, the HCU 160 displays on the meter display 120, using images of the traveling road, the subject vehicle 10, the other vehicle 20, and the like, transition information (Lv3 to LV2) related to transition from the autonomous driving level 3 or higher (second autonomous driving) to the autonomous driving level 2 or lower (first autonomous driving), until an autonomous driving resolving condition is satisfied.
Note that a point that satisfies the condition for resolving the autonomous driving is a point described as “Lv2 or lower, or manual driving” in
Thereby, since the driver can clearly recognize the current resolved state of the traffic congestion based on the transition information on the meter display 120, the driver can correctly grasp whether the transition to the first autonomous driving is possible. Hereinafter, a specific example of the transition information corresponding to the traffic congestion resolution will be described.
Regarding the display of the transition information in
As described above, the height position, which is the viewpoint, is first set to a position higher than the predetermined position, so that the driver can grasp the situation (traffic congestion resolved state) of the other vehicle 20 positioned at a location point far from and in front of the driver. After that, the height position, which is the viewpoint, is switched to the intermediate position, so that the driver can grasp a standard front region.
The HCU 160 may switch the height position, which is the viewpoint in the above-described bird's-eye view display, each time the vehicle speed of the subject vehicle 10 exceeds a predetermined threshold that is set stepwise. The predetermined threshold can be, for example, 40 km/h, 50 km/h, 60 km/h, and the like. At the vehicle speed of 40 km/h, the HCU 160 sets the height position of the viewpoint in the bird's-eye display to the predetermined position, at the vehicle speed of 50 km/h, sets the height position of the viewpoint to the higher position, and further at the vehicle speed of 60 km/h, sets the height position of the viewpoint to the intermediate position. Thereby, the bird's-eye view display according to the vehicle speed can be provided.
In a first modification of the tenth embodiment described above, the HCU 160 may perform the switching from the display of the traffic congestion region 22 (cluster display) to the display showing each of the other vehicles 20, depending on an inter-vehicle distance between the subject vehicle 10 and the front other vehicle 20, or an increase change of the vehicle speed of the subject vehicle 10. Thereby, it is possible to more appropriately grasp how the traffic congestion is resolved.
In a first modification of the thirteenth embodiment, the HCU 160 performs, during the traffic congestion, a display including the peripheral traveling lanes (peripheral vehicle lanes), and performs a display including the subject vehicle 10 and the other vehicle 20 in the bird's-eye view form of which viewpoint is at the predetermined height position. Then, when the congestion has been resolved and the traffic congestion reoccurs, the display including the peripheral traveling lanes is presented, and the height position that is the viewpoint for the bird's-eye display may be switched to a position higher than the predetermined height position. Further, the position may be switched to a position lower than the predetermined position. By switching the height position, which is the viewpoint for the bird's-eye view display, to a position higher than the predetermined height position, the driver can appropriately grasp a farther front position in the new traffic congestion. Further, the height position, which is the viewpoint, is switched to the intermediate position, so that the driver can grasp a standard front region.
Specifically, the HCU 160 displays the subject vehicle 10 and the other vehicle 20 in the planer form (a part (a) of
As a result, in
A fifteenth embodiment is shown in
In each of the above-described embodiments, detection of the traffic congestion is determined based on VICS information, for example, but determination may be made based on two or more conditions. When the possibility of traffic congestion is clearly low, the information becomes unnecessary for the driver. Therefore, by using multiple determination conditions, it is possible to improve the reliability of traffic congestion determination.
For example, the traffic congestion may be detected from not only the VICS information but also the vehicle speed sensor. Also, when the vehicle speed is equal to or less than a predetermined value (for example, 10 km/h or less), there is no other vehicle 20 blocking the front, the left, and the right sides of the subject vehicle 10 in multiple traveling lanes. Therefore, when the autonomous driving level 3 does not become possible, the transition information may be displayed.
Further, when the other vehicle 20 is the same for a certain period of time when the traffic congestion is detected, it may be preferable to determine that there is the occurrence of the traffic congestion and execute each of the above-described embodiments. This is because, for example, even when the other vehicle 20 exists in front of the subject vehicle 10 for a long time and there is a flow of other vehicles 20 in turn, it is preferable not to determine that there is the traffic congestion.
Further, when the traffic congestion is detected and the other vehicles 20 are displayed on the meter display 120, many other vehicles 20 may overlap each other, so that it becomes difficult to visually recognize the congested area. As a method of expressing the other vehicles 20 in such a case, the visibility of the traffic congestion area can be improved by, for example, increasing the transparency.
Further, in the case of using information on the traveling lane (lane identifier) as information for determining the occurrence of traffic congestion, coordinates data of the other vehicle 20 may be added, and the congested area may be estimated.
Further, although, in each of the above-described embodiments, the display unit is the meter display 120, the display unit is not limited to this, and another HUD 110 or CID 130 may be used as the display unit. When the CID 130 is used as the display unit, the CID 130 can implement a display related to the autonomous driving and an operation (touch operation) for switching to the autonomous driving.
Further, the CID 130 may be formed of, for example, multiple CIDs, and may be a pillar-to-pillar type display unit in which the meter display 120 and the multiple CIDs are arranged in a horizontal row on the instrument panel.
The disclosure in the present specification and drawings is not limited to the exemplified embodiments. The present disclosure includes embodiments described above and modifications of the above-described embodiments made by a person skilled in the art. For example, the present disclosure is not limited to a combination of the components and/or elements described in the embodiments. The present disclosure may be executed by various different combinations. The present disclosure may include additional configuration that can be added to the above-described embodiments. The present disclosure also includes modifications which include partial components/elements of the above-described embodiments. The present disclosure includes replacements of components and/or elements between one embodiment and another embodiment, or combinations of components and/or elements between one embodiment and another embodiment The disclosed technical scope is not limited to the description of the embodiment. It should be understood that some disclosed technical ranges are indicated by description of claims, and includes every modification within the equivalent meaning and the scope of description of claims.
The controller and the techniques thereof according to the present disclosure may be implemented by one or more special-purposed computers. Such a special-purposed computer may be provided by configuring a processor and a memory programmed to execute one or more functions embodied by a computer program.
Alternatively, each control unit and the like, and each method thereof described in the present disclosure may be implemented by a dedicated computer provided by including a processor with one or more dedicated hardware logic circuits.
Alternatively, the control unit and the like and the method thereof described in the present disclosure may be achieved by one or more dedicated computers constituted by a combination of a processor and a memory programmed to execute one or a plurality of functions and a processor constituted by one or more hardware logic circuits.
The computer program may be stored in a computer readable non-transitory tangible storage medium as computer-executable instructions.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2020-140154 | Aug 2020 | JP | national |
| 2021-120890 | Jul 2021 | JP | national |
The present application is a continuation application of International Patent Application No. PCT/JP2021/027436 filed on Jul. 23, 2021, which designated the U.S. and claims the benefit of priority from Japanese Patent Application No. 2020-140154 filed on Aug. 21, 2020 and the benefit of priority from Japanese Patent Application No. 2021-120890 filed on Jul. 21, 2021. The entire disclosures of all of the above applications are incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/JP2021/027436 | Jul 2021 | US |
| Child | 18165228 | US |
