JP2018203014A - Imaging display unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an image pickup display unit provided with an image pickup unit for capturing images for different purposes in an appropriate arrangement. An image pickup display unit 460 mounted on a vehicle, which is a display unit 463 for displaying an image and a first image pickup unit 464 for imaging an occupant of the vehicle, and is used for monitoring the state of the occupant. The first image pickup unit 464 for capturing the image to be imaged and the second image pickup section 465 for imaging the occupant of the vehicle, and the image used for the service linked with the image displayed by the display unit 463 is captured. The second imaging unit 465 and the second imaging unit 465 are arranged in the unit. [Selection diagram] FIG. 7

Description

  The present invention relates to an imaging display unit.

  2. Description of the Related Art Conventionally, there has been disclosed an apparatus that generates a videophone call video by superimposing audio input by a microphone on video captured by a camera, and transmits the call video to a destination call device via a communication network. (For example, refer to Patent Document 1). Further, a driver monitoring device is disclosed that detects a driver's posture collapse based on an image of a driver's seat taken by a camera and notifies the driver of the posture collapse (for example, Patent Document 2). reference).

Japanese Patent Laying-Open No. 2015-201669 JP 2016-38793 A

  However, in the conventional technique, the aspect of the imaging unit when the usage of the image captured as described above is different has not been considered.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide an imaging display unit in which imaging units that capture images having different uses are provided in an appropriate arrangement.

  (1): An imaging display unit mounted on a vehicle, which is a display unit that displays an image, and a first imaging unit that images an occupant of the vehicle, and an image used for monitoring the state of the occupant A first image capturing unit that captures an image, and a second image capturing unit that captures an image of an occupant of the vehicle, the second image capturing unit capturing an image used for a service linked to an image displayed by the display unit; Is an imaging display unit arranged in the unit.

  (2): The imaging display unit according to (1), in which the degree of recognition by an occupant differs between the first imaging unit and the second imaging unit.

  (3): The image pickup display unit according to (1) or (2), wherein the second image pickup unit is provided at a position that can be seen when the occupant is viewing the display unit. It is.

  (4): The imaging display unit according to (1) to (3), wherein the second imaging unit is provided at a position that is visible when the occupant is viewing the display unit. It is.

  According to (1) to (4), it is possible to provide an imaging unit that captures images having different uses in an appropriate arrangement.

It is a lineblock diagram of vehicle system 1 of an embodiment. It is a figure which shows a mode that the relative position and attitude | position of the own vehicle M with respect to the driving lane L1 are recognized by the own vehicle position recognition part 322. FIG. It is a figure which shows a mode that a target track is produced | generated based on a recommended lane. It is a figure for demonstrating the process in the case of a lane change. It is a figure for demonstrating the process in the case of a lane change. It is a figure which shows an example of HMI400 in the own vehicle M. FIG. FIG. 44 is a diagram showing an example of the appearance of a second display unit 460. FIG. 8 is a cross-sectional view of the second display unit 460 of FIG. 7 in the 8-8 direction. It is a figure which shows the various scenes until the own vehicle M starts automatic driving | operation from manual driving | operation, and the lane change by automatic driving | running | working is performed. It is a figure which shows an example of 1st screen IM1-1 and 2nd screen IM2-1 displayed at the time of manual operation. It is a figure which shows an example of 3rd screen IM3-1 and 4th screen IM4-1 displayed when the main switch 412 is operated. It is a figure which shows an example of screen IM3-2 and IM4-2 displayed on the 1st display part 450 and HUD470 when the auto switch 414 is operated. It is a figure which shows an example of the screen displayed on the 1st display part 450 and HUD470 during the driving assistance of the 2nd degree. It is a figure which shows an example of 3rd screen IM3-4 and 4th screen IM4-4 displayed in the 1st timing before the behavior of the own vehicle M changes. It is a figure which shows the various scenes after performing the driving assistance in the 3rd degree with respect to the own vehicle M, and performing the driving assistance in the 2nd degree after the 3rd degree. It is a figure which shows an example of 3rd screen IM3-5 and 4th screen IM4-5 displayed at the time of low speed tracking driving | running | working. It is a figure which shows an example of 3rd screen IM3-6 and 4th screen IM4-6 displayed in order to make a passenger | crew perform periphery monitoring. It is a figure which shows the switching timing relevant to driving assistance.

  Hereinafter, an embodiment of an imaging display unit of the present invention will be described with reference to the drawings. In the embodiment, it is assumed that the vehicle system is applied to an automatic driving vehicle capable of automatic driving (autonomous driving). Automatic driving means that the vehicle travels in a state that does not require operation by a passenger in principle, and is considered a kind of driving assistance. Note that the vehicle can also be driven manually. In the following description, an “occupant” refers to an occupant seated on a driver seat, that is, a seat provided with a driving operation element.

  The degree of driving assistance in the present embodiment includes, for example, a first degree, a second degree, and a third degree. The first degree of driving assistance is performed by operating a driving assistance device such as ACC (Adaptive Cruise Control System) or LKAS (Lane Keeping Assistance System). The driving assistance of the second degree has a higher degree of control than the first degree, and the occupant automatically controls at least one of acceleration / deceleration or steering of the vehicle without performing an operation on the driving operator of the vehicle. This is driving support that imposes an obligation to monitor the surrounding area of the passengers, although automatic driving is performed. The third degree of driving assistance is driving assistance that has a higher degree of control than the second degree and does not impose an occupant's surrounding monitoring duty. In the present embodiment, driving assistance of the second degree and the third degree corresponds to automatic driving.

[overall structure]
FIG. 1 is a configuration diagram of a vehicle system 1 including a vehicle control system according to an embodiment. A vehicle on which the vehicle system 1 is mounted (hereinafter referred to as a host vehicle M) is, for example, a vehicle such as a two-wheel, three-wheel, or four-wheel vehicle, and a drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, Or a combination of these. The electric motor operates using electric power generated by a generator connected to the internal combustion engine or electric discharge power of a secondary battery or a fuel cell.

  The vehicle system 1 includes, for example, a camera 10, a radar device 12, a finder 14, an object recognition device 16, a communication device 20, a navigation device 50, an MPU (Map Positioning Unit) 60, a vehicle sensor 70, Driving operator 80, master control unit 100, driving support control unit 200, automatic driving control unit 300, HMI (Human Machine Interface) 400, travel driving force output device 500, brake device 510, steering device 520. These devices and devices are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The configuration illustrated in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.

  The camera 10 is a digital camera using a solid-state imaging device such as a charge coupled device (CCD) or a complementary metal oxide semiconductor (CMOS). One or a plurality of cameras 10 are attached to any part of the host vehicle M on which the vehicle system 1 is mounted. When imaging the front, the camera 10 is attached to the upper part of the front windshield, the rear surface of the rearview mirror, or the like. When imaging the rear, the camera 10 is attached to an upper part of the rear windshield, a back door, or the like. When imaging the side, the camera 10 is attached to a door mirror or the like. For example, the camera 10 periodically and repeatedly images the periphery of the host vehicle M. The camera 10 may be a stereo camera.

  The radar device 12 radiates a radio wave such as a millimeter wave around the host vehicle M, and detects a radio wave (reflected wave) reflected by the object to detect at least the position (distance and azimuth) of the object. One or a plurality of radar devices 12 are attached to arbitrary locations of the host vehicle M. The radar device 12 may detect the position and velocity of the object by FMCW (Frequency Modulated Continuous Wave) method.

  The finder 14 is LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) that measures the scattered light with respect to the irradiation light and detects the distance to the target. One or a plurality of the finders 14 are attached to arbitrary locations of the host vehicle M.

  The object recognition device 16 performs sensor fusion processing on detection results of some or all of the camera 10, the radar device 12, and the finder 14 to recognize the position, type, speed, and the like of the object. The object recognition device 16 outputs the recognition result to the driving support control unit 200 and the automatic driving control unit 300.

  The communication device 20 communicates with other vehicles around the host vehicle M using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or wirelessly. It communicates with various server apparatuses via a base station. The communication device 20 communicates with a terminal device owned by a person outside the vehicle.

  The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The first map information 54 is stored in a storage device such as an HDD (Hard Disk Drive) or a flash memory. Holding. The GNSS receiver specifies the position of the host vehicle M based on the signal received from the GNSS satellite. The position of the host vehicle M may be specified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 70. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 52 may be partly or wholly shared with the HMI 400 described later. The route determination unit 53 is, for example, a route from the position of the host vehicle M specified by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52 (for example, (Including information on waypoints when traveling to the destination) is determined with reference to the first map information 54. The first map information 54 is information in which a road shape is expressed by, for example, a link indicating a road and nodes connected by the link. The first map information 54 may include road curvature and POI (Point Of Interest) information. The route determined by the route determination unit 53 is output to the MPU 60. Further, the navigation device 50 may perform route guidance using the navigation HMI 52 based on the route determined by the route determination unit 53. In addition, the navigation apparatus 50 may be implement | achieved by the function of terminal devices, such as a smart phone and a tablet terminal which a user holds, for example. Further, the navigation device 50 may acquire the route returned from the navigation server by transmitting the current position and the destination to the navigation server via the communication device 20.

  For example, the MPU 60 functions as the recommended lane determining unit 61 and holds the second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determining unit 61 divides the route provided from the navigation device 50 into a plurality of blocks (for example, every 100 [m] with respect to the vehicle traveling direction), and refers to the second map information 62 for each block. Determine the recommended lane. The recommended lane determining unit 61 performs determination such as what number of lanes from the left to travel. The recommended lane determining unit 61 determines a recommended lane so that the host vehicle M can travel on a reasonable travel route for proceeding to the branch destination when there is a branching point, a joining point, or the like on the route.

  The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of the lane or information on the boundary of the lane. The second map information 62 may include road information, traffic regulation information, address information (address / postal code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as expressway, toll road, national road, prefectural road, number of road lanes, emergency parking area, width of each lane, road gradient, road position (longitude , Latitude and height (three-dimensional coordinates), lane curve curvature, lane merging and branch point positions, road markings, and other information. The second map information 62 may be updated at any time by accessing another device using the communication device 20.

  The vehicle sensor 70 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects an angular velocity around the vertical axis, a direction sensor that detects the direction of the host vehicle M, and the like.

  The driving operation element 80 may include, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, and other operation elements. A sensor for detecting the operation amount or the presence / absence of an operation is attached to the driving operator 80, and the detection result is obtained from the master control unit 100, the driving support control unit 200, the automatic driving control unit 300, or the traveling driving force. The output is output to any one or more of the output device 500, the brake device 510, and the steering device 520.

[Various control devices]
The vehicle system 1 includes, for example, a master control unit 100, a driving support control unit 200, and an automatic driving control unit 300 as a part of the configuration of the control system. The master control unit 100 may be integrated into either the driving support control unit 200 or the automatic driving control unit 300.

[Master control unit]
The master control unit 100 performs switching of the degree of driving support, control of the HMI 400 related thereto, and the like. The master control unit 100 includes, for example, a switching control unit 110, an HMI control unit 120, an operator state determination unit 130, and an occupant state monitoring unit 140. The switching control unit 110, the HMI control unit 120, the operator state determination unit 130, and the occupant state monitoring unit 140 are each realized by a processor such as a CPU (Central Processing Unit) executing a program. Some or all of these functional units may be realized by hardware such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), etc. And hardware cooperation.

  For example, the switching control unit 110 switches the driving support state based on an operation signal input from a predetermined switch (for example, a main switch and an auto switch described later) included in the HMI 400. Further, the switching control unit 110 may cancel the driving assistance and switch to manual driving based on an operation for instructing acceleration, deceleration, or steering to the driving operator 80 such as an access pedal, a brake pedal, and a steering wheel. Good. Details of the function of the switching control unit 110 will be described later.

  Note that the switching control unit 110 may switch the degree of driving support based on the action plan generated by the action plan generation unit 323. For example, the switching control unit 110 may end driving support at a scheduled end point of automatic driving.

  The HMI control unit 120 causes the HMI 400 to output notifications related to switching of the degree of driving support. Further, the HMI control unit 120 may cause the HMI 400 to output information related to the determination result by one or both of the operator state determination unit 130 and the occupant state monitoring unit 170. Further, the HMI control unit 120 may output information received by the HMI 400 to the automatic operation control unit 300. Details of the function of the HMI control unit 120 will be described later.

  The operation element state determination unit 130 is, for example, a state in which the steering wheel included in the driving operation element 80 is operated (specifically, a state in which the steering wheel can be operated immediately when an intentional operation is actually performed, or a gripping state) It is determined whether or not it indicates a state). Details of the function of the operator state determination unit 130 will be described later.

  The occupant state monitoring unit 140 monitors the state of the occupant seated in at least the driver's seat of the host vehicle M based on the captured image of the first imaging unit 464 included in the second display unit 460 described later. The occupant state monitoring unit 140 determines whether the occupant is monitoring the surroundings of the host vehicle M, for example. Details of the function of the occupant state monitoring unit 140 will be described later.

[Driving support control unit]
The driving support control unit 200 performs driving support of the first degree. The driving support control unit 200 executes, for example, ACC, LKAS, or other driving support control. For example, when the driving support control unit 200 executes ACC, based on information input from the camera 10, the radar device 12, and the finder 14 via the object recognition device 16, the driving support control unit 200 and the preceding vehicle M The traveling driving force output device 500 and the brake device 510 are controlled so as to travel in a state where the distance between the vehicle and the vehicle is kept constant. That is, the driving support control unit 200 performs acceleration / deceleration control (speed control) based on the inter-vehicle distance from the preceding vehicle. Further, when executing the LKAS, the driving support control unit 200 controls the steering device 520 so that the host vehicle M travels while maintaining the lane in which the vehicle is currently traveling (lane keeping). That is, the driving support control unit 200 performs steering control for maintaining the lane. Regarding the type of driving assistance of the first degree, various types of control other than automatic driving (second degree and third degree) that do not require an operation to the driving operator 80 may be included.

[Automatic operation control unit]
The automatic operation control unit 300 performs driving assistance of the second degree and the third degree. The automatic operation control unit 300 includes, for example, a first control unit 320 and a second control unit 340. The first control unit 320 and the second control unit 340 are each realized by a processor such as a CPU executing a program. Some or all of these functional units may be realized by hardware such as an LSI, an ASIC, or an FPGA, or may be realized by cooperation of software and hardware.

  The 1st control part 320 is provided with the external field recognition part 321, the own vehicle position recognition part 322, and the action plan production | generation part 323, for example.

  The external environment recognition unit 321 recognizes the position, speed, acceleration, and other states of surrounding vehicles based on information input from the camera 10, the radar device 12, and the finder 14 via the object recognition device 16. The position of the surrounding vehicle may be represented by a representative point such as the center of gravity or corner of the surrounding vehicle, or may be represented by an area expressed by the outline of the surrounding vehicle. The “state” of the surrounding vehicle may include acceleration and jerk of the surrounding vehicle, or “behavioral state” (for example, whether or not the lane is changed or is about to be changed).

  The outside recognition unit 321 may recognize at least one of the above-described surrounding vehicles, obstacles (for example, guardrails, utility poles, parked vehicles, persons such as pedestrians), road shapes, and other objects. .

  The own vehicle position recognition unit 322 recognizes, for example, the lane (traveling lane) in which the own vehicle M is traveling, and the relative position and posture of the own vehicle M with respect to the traveling lane. The own vehicle position recognition unit 322, for example, includes a road marking line pattern (for example, an array of solid lines and broken lines) obtained from the second map information 62, and a periphery of the own vehicle M recognized from an image captured by the camera 10. The traveling lane is recognized by comparing the road marking line pattern. In this recognition, the position of the host vehicle M acquired from the navigation device 50 and the processing result by INS may be taken into account.

  And the own vehicle position recognition part 322 recognizes the position and attitude | position of the own vehicle M with respect to a travel lane, for example. FIG. 2 is a diagram illustrating how the vehicle position recognition unit 322 recognizes the relative position and posture of the vehicle M with respect to the travel lane L1. The own vehicle position recognizing unit 322 performs, for example, a line connecting the deviation OS of the reference point (for example, the center of gravity) of the own vehicle M from the travel lane center CL and the travel lane center CL in the traveling direction of the own vehicle M. The angle θ is recognized as the relative position and posture of the host vehicle M with respect to the traveling lane L1. In place of this, the host vehicle position recognition unit 322 recognizes the position of the reference point of the host vehicle M with respect to any side edge of the travel lane L1 as the relative position of the host vehicle M with respect to the travel lane. Also good. The relative position of the host vehicle M recognized by the host vehicle position recognition unit 322 is provided to the recommended lane determination unit 61 and the action plan generation unit 323.

  The action plan generation unit 323 generates an action plan for the host vehicle M to automatically drive the destination or the like. For example, the action plan generation unit 323 performs events sequentially executed in the automatic driving control so as to travel in the recommended lane determined by the recommended lane determination unit 61 and to cope with the surrounding situation of the host vehicle M. decide. The event in the automatic driving of the embodiment includes, for example, a constant speed traveling event that travels in the same traveling lane at a constant speed, and a low speed tracking that follows the preceding vehicle on the condition of a low speed (for example, 60 km / h or less) Events, lane change events that change the driving lane of the own vehicle M, overtaking events that overtake the preceding vehicle, merging events that cause the vehicles to merge at the merging point, and branch events that cause the own vehicle M to travel in the target direction at the junction of the road In addition, there is an emergency stop event for stopping the own vehicle M in an emergency. Further, during execution of these events, actions for avoidance may be planned based on the surrounding situation of the host vehicle M (the presence of surrounding vehicles and pedestrians, lane narrowing due to road construction, etc.).

  The action plan generation unit 123 generates a target track on which the host vehicle M will travel in the future. The target track is expressed as a sequence of points (track points) that the host vehicle M should reach. The trajectory point is a point where the host vehicle M should reach for each predetermined travel distance. Separately, the target speed and target acceleration for each predetermined sampling time (for example, about 0 comma [sec]) are the target trajectory. Generated as part of. Further, the track point may be a position to which the host vehicle M should arrive at the sampling time for each predetermined sampling time. In this case, information on the target speed and target acceleration is expressed by the interval between the trajectory points.

  FIG. 3 is a diagram illustrating a state in which a target track is generated based on the recommended lane. As shown in the figure, the recommended lane is set so as to be convenient for traveling along the route to the destination. The action plan generation unit 323 activates a lane change event, a branch event, a merge event, or the like when a predetermined distance before the recommended lane switching point (may be determined according to the type of event) is reached. If it becomes necessary to avoid an obstacle during the execution of each event, an avoidance trajectory is generated as shown in the figure.

  Moreover, the action plan production | generation part 323 will produce | generate the target track for lane change, if a lane change event is started. FIG. 4 and FIG. 5 are diagrams for explaining the processing when changing lanes. First, the action plan generation unit 323 is an adjacent lane adjacent to the lane (own lane) L1 in which the host vehicle M travels, and two peripheral vehicles from the surrounding vehicle that travels in the adjacent lane L2 to which the lane is changed. And the lane change target position TAs is set between these peripheral vehicles. Hereinafter, a peripheral vehicle that travels immediately before the lane change target position TAs in the adjacent lane is referred to as a front reference vehicle mB, and a peripheral vehicle that travels immediately after the lane change target position TAs in the adjacent lane is referred to as a rear reference vehicle mC. . The lane change target position TAs is a relative position based on the positional relationship between the host vehicle M, the front reference vehicle mB, and the rear reference vehicle mC.

  In the example of FIG. 4, the behavior plan generation unit 323 shows a state where the lane change target position TAs is set. In the figure, mA represents a preceding vehicle, mB represents a front reference vehicle, and mC represents a rear reference vehicle. An arrow d represents the traveling (traveling) direction of the host vehicle M. In the example of FIG. 4, the action plan generation unit 323 sets the lane change target position TAs between the front reference vehicle mB and the rear reference vehicle mC on the adjacent lane L2.

  Next, the action plan generation unit 323 satisfies the primary condition for determining whether or not the lane change target position TAs can change the lane (that is, between the front reference vehicle mB and the rear reference vehicle mC). Determine whether.

  The primary condition is, for example, that there is no part of the surrounding vehicle in the prohibited area RA provided in the adjacent lane, and that the TTC of the host vehicle M, the front reference vehicle mB, and the rear reference vehicle mC is greater than the threshold value, respectively. That is. This determination condition is an example when the lane change target position TAs is set to the side of the host vehicle M. When the primary condition is not satisfied, the action plan generation unit 323 resets the lane change target position TAs. In this case, the speed control for waiting until the lane change target position TAs satisfying the primary condition can be set or changing the lane change target position TAs and moving to the side of the lane change target position TAs is performed. It may be done.

  As shown in FIG. 4, for example, the action plan generation unit 323 projects the host vehicle M onto the lane L2 to which the lane is changed, and sets a prohibited area RA having a slight margin before and after. The prohibited area RA is set as an area extending from one end to the other end in the lateral direction of the lane L2.

  When there is no surrounding vehicle in the prohibited area RA, the action plan generation unit 323, for example, an extension line FM that virtually extends the front end and rear end of the host vehicle M to the lane L2 side of the lane change destination, and An extension line RM is assumed. The action plan generation unit 323 calculates the collision margin time TTC (B) between the extension line FM and the front reference vehicle mB, and the collision margin time TTC (C) between the extension line RM and the rear reference vehicle mC. The collision margin time TTC (B) is a time derived by dividing the distance between the extension line FM and the front reference vehicle mB by the relative speed of the host vehicle M and the front reference vehicle mB. The collision margin time TTC (C) is a time derived by dividing the distance between the extension line RM and the rear reference vehicle mC by the relative speed of the host vehicle M and the rear reference vehicle mC. The trajectory generation unit 118 determines that the primary condition is satisfied when the collision margin time TTC (B) is larger than the threshold value Th (B) and the collision margin time TTC (C) is larger than the threshold value Th (C). . The threshold values Th (B) and Th (C) may be the same value or different values.

  When the primary condition is satisfied, the action plan generation unit 323 generates a track candidate for lane change. In the example of FIG. 5, the action plan generation unit 323 assumes that the preceding vehicle mA, the front reference vehicle mB, and the rear reference vehicle mC travel with a predetermined speed model. Based on the speed of the vehicle M, a candidate for a trajectory is generated so that the host vehicle M is positioned between the front reference vehicle mB and the rear reference vehicle mC at a future time without interfering with the preceding vehicle mA. To do. For example, the action plan generation unit 323 uses a spline curve or the like from the current position of the host vehicle M to the position of the forward reference vehicle mB at a certain time in the future, the center of the lane to which the lane is changed, and the end point of the lane change. Are smoothly connected to each other, and a predetermined number of orbit points K are arranged on the curve at equal or unequal intervals. At this time, the action plan generation unit 323 generates a track so that at least one of the track points K is arranged in the lane change target position TAs.

  In various scenes, the action plan generation unit 323 generates a plurality of target trajectory candidates, and selects an optimal target trajectory that matches the route to the destination at that time.

  The second control unit 340 includes a travel control unit 342, for example. The travel control unit 342 controls the travel driving force output device 500, the brake device 510, and the steering device 520 so that the host vehicle M passes the target track generated by the action plan generation unit 323 according to a scheduled time. To do.

  The HMI 400 presents various information to the passengers in the vehicle and accepts input operations by the passengers. The HMI 400 includes, for example, some or all of various display devices, light emitting units, speakers, buzzers, touch panels, various operation switches, keys, and the like. Further, the HMI 400 may include a part of a seat belt device that holds the occupant with the seat belt in a state of being seated on the seat. Details of the functions of the HMI 400 will be described later.

  The traveling driving force output device 500 outputs traveling driving force (torque) for traveling of the vehicle to the driving wheels. The traveling driving force output device 500 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU (Electronic Control Unit) that controls these. The ECU controls the above-described configuration according to information input from the travel control unit 342 or information input from the driving operator 80.

  The brake device 510 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with information input from the travel control unit 342 or information input from the driving operation element 80 so that brake torque corresponding to the braking operation is output to each wheel. The brake device 510 may include, as a backup, a mechanism that transmits the hydraulic pressure generated by operating the brake pedal included in the driving operator 80 to the cylinder via the master cylinder. The brake device 510 is not limited to the configuration described above, and controls the actuator in accordance with information input from the travel control unit 342 or information input from the driving operator 80, and transmits the hydraulic pressure of the master cylinder to the cylinder. It may be an electronically controlled hydraulic brake device. The brake device 510 may include a plurality of brake devices.

  The steering device 520 includes, for example, a steering ECU and an electric motor. For example, the electric motor changes the direction of the steered wheels by applying a force to a rack and pinion mechanism. The steering ECU drives the electric motor in accordance with information input from the travel control unit 342 or information input from the driving operator 80, and changes the direction of the steered wheels.

  During manual driving, input information from the driving operator 80 is directly output to the traveling driving force output device 500, the brake device 510, and the steering device 520. In addition, input information from the driving operator 80 may be output to the traveling driving force output device 500, the brake device 510, and the steering device 520 via the automatic driving control unit 300. The ECUs of the travel driving force output device 500, the brake device 510, and the steering device 520 perform their operations based on input information from the driving operator 80 or the like.

[Configuration of HMI400]
Hereinafter, a configuration example of the HMI 400 according to the embodiment will be described. FIG. 6 is a diagram illustrating an example of the HMI 400 in the host vehicle M. The HMI 400 includes, for example, a first operation unit 410, a second operation unit 420, light emitting units 430R and 430L, a third operation unit 440, a first display unit 450, and a second display unit 460. And a HUD (Head Up Display) 470.

  The first operation unit 410, the second operation unit 420, and the light emitting units 430 </ b> R and 430 </ b> L are provided on the steering wheel 82 that is one of the driving operators 80. The steering wheel 82 is provided with a grip sensor 82A. The grip sensor 82A is, for example, a capacitance sensor provided along the circumferential direction of the steering wheel 82. The grip sensor 82A detects that an object has approached or contacted the detection target region as a change in capacitance. The grip sensor 82 </ b> A outputs a predetermined detection signal to the operator state determination unit 130 of the master control unit 100 when the degree of change in capacitance is equal to or greater than the threshold value. For example, the threshold value is set to a value lower than the capacitance generated when the occupant is holding the steering wheel 82. In addition, the grip sensor 82A may output a detection signal indicating the capacitance to the operator state determination unit 130 regardless of whether or not the grip sensor 82A is equal to or greater than the threshold value.

  The first operation unit 410 includes, for example, a main switch 412 and an auto switch 414. The main switch 412 is a switch for enabling driving support. In other words, a switch for starting processing (internal processing) at a preparatory stage before executing driving support, which will be described later, or a switch for determining whether driving support can be started or not It is.

  When the main switch 412 is operated, the host vehicle M does not immediately start execution of automatic driving, but performs processing in a preparation stage before executing automatic driving. The process in the preparation stage is, for example, the start of an object recognition process (specifically, an operation start of a Kalman filter, etc.). When the auto switch 414 is operated in a state where the main switch 412 is operated and the host vehicle M is in a state where the automatic driving can be started (that is, after a certain period of time has elapsed since the operation), Control for support is started. That is, the auto switch 414 is a switch for actually starting the automatic operation in a state where the automatic operation can be started.

  The second operation unit 420 includes an operation switch 422 for starting the provision of the image-added telephone function (videophone function). The light emitting portions 430R and 430L are disposed, for example, in spoke portions that extend from the central boss portion of the steering wheel 82 toward the annular rim portion. The lighting state of the light emitting unit 330R is controlled by the control of the HMI control unit 120.

  The third operation unit 440 includes, for example, a rotation operation unit 442 that protrudes toward the front as viewed from the passenger, and a switch operation unit 444. The rotation operation unit 442 is formed in a substantially cylindrical shape and can be rotated around an axis. The switch operation unit 444 is provided around the rotation operation unit 442 or on the top surface of the rotation operation unit 442. The third operation unit 440 includes a rotation sensor (not shown) such as an encoder that detects the rotation angle and rotation speed of the rotation operation unit 442, and a displacement sensor (not shown) that detects the displacement of the switch operation unit 444. The detection value output from the sensor is output to the master control unit 100. The detection value output to the master control unit 100 is used for operations such as an arrow, a selection button, and a determination button output on the screen of the second display unit 463, which will be described later, and for selection and determination of input characters.

  In addition, the third operation unit 440 may be a so-called touch panel type operation unit that performs a selection or confirmation operation by touching the display screen with a fingertip. The third operation unit 440 is provided with a light emitting unit 446 that can emit light in a predetermined color.

  The first display unit 450 is, for example, a display device that is provided in the vicinity of the front of the driver's seat on the instrument panel and is visible to the occupant from the gap of the steering wheel 82 or through the steering wheel 82. The first display unit 450 is, for example, an LCD (Liquid Crystal Display) or an organic EL (Electro Luminescence) display device. The first display unit 450 displays information necessary for traveling when the host vehicle M is operated manually or automatically, or information related to instructions to the passenger. The information necessary for traveling of the host vehicle M during manual operation is, for example, the speed of the host vehicle M, the engine speed, the remaining amount of fuel, the radiator water temperature, the travel distance, and other information. On the other hand, the information necessary for traveling of the host vehicle M at the time of automatic driving is information such as the future track of the host vehicle M, the degree of driving support, and instructions to the passengers.

  The second display unit 460 is provided at the center of the instrument panel. FIG. 7 is a diagram illustrating an example of the appearance of the second display unit 460. Hereinafter, description will be made using XYZ coordinates as necessary. For example, the X direction is the central axis direction of the host vehicle M, the Y direction is the width direction of the host vehicle M, and the Z direction is the vertical direction of the host vehicle M.

  For example, the second display unit 460 includes a panel 461, a light emitting unit 462, a second display unit 463, a visor unit 463A, a left side wall unit 463BL, a right side wall unit 463BR, a bottom unit 463C, and a first unit. Imaging unit 464, second imaging unit 465, and microphone 466. The second display unit 460 is an example of the “imaging display unit” in the claims. The second display unit 460 has a space defined by, for example, four wall portions (a visor portion 463A, a left side wall portion 463BL, a right side wall portion 463BR, and a bottom portion 463C).

  The panel 461 is made of, for example, transparent glass or resin. A second display portion 463 is provided near the center of the panel 461 and on the back side. The second display unit 463 is, for example, an LCD or an organic EL display device. For example, route information and map information output by the navigation device 50 are displayed on the second display unit 463, or an image of the other party is displayed when a videophone call is made. In addition, the second display unit 463 may display content such as a television program, a video played by a DVD, and a downloaded movie video. Videophones are an example of “services linked to images”.

  Hereinafter, in the panel 461, the left side area (minus Y direction side) of the areas deviating left and right from the display area of the second display unit 463 is referred to as the left side area 461L, and the right side area (plus Y direction side) is the right area. It is called 461R. The left region 461L is a region in which the interval in the vertical direction (plus or minus Z direction) becomes narrower toward the left side. The right region 461R is a region in which the vertical interval becomes narrower toward the right side.

  The visor part 463A, the left side wall part 463BL, the right side wall part 463BR, and the bottom part 463C are formed so as to protrude from the vicinity of the outer periphery of the panel 461 to the occupant side. The visor portion 463A is formed so as to cover the panel 461 from above. The visor portion 463A is inclined downward when it is out of the display area of the second display portion 463 in the left-right direction.

  The left side wall portion 463BL and the right side wall portion 463BR are formed in a shape that fits a portion of the left region 461L and the right region 461R that extends from the bottom of the panel 461, respectively.

  The first imaging unit 464 is provided on the back side of the left region 461L of the panel 461, and images the occupant seated in the driver's seat over the panel 461. The degree of recognition of the first imaging unit 464 and the second imaging unit 465 by the occupant is different. The first imaging unit 464 is provided in a form that is less recognized by the occupant of the host vehicle M (a form that is difficult for the occupant to recognize) than the second imaging unit 465.

  FIG. 8 is a cross-sectional view of the second display unit 460 of FIG. 7 in the 8-8 direction. FIG. 8 partially includes things other than a cross section. A film 461F is provided on the traveling direction side of the left region 461L. Hereinafter, the traveling direction side of the left region 461L is referred to as an inner region AR. The film 461F is a film that adjusts the transmission of light so that it is difficult for the occupant to recognize the state of the inner region AR, and allows the occupant to recognize the state of the occupant from the inner region AR. Note that, instead of the film, in the panel 461, a reflective film may be formed in the left region 461L, or processing for adjusting light transmission may be performed. As described above, since the first imaging unit 464 is provided on the traveling direction side of the left side region 461L, the first imaging unit 464 is difficult for the occupant to recognize, but the first imaging unit 464 is in the state of the occupant. Can be imaged.

  For example, the first imaging unit 464 captures an image centered on the face of an occupant (especially an occupant seated in the driver's seat) sitting on a seat installed in the passenger compartment. The first imaging unit 464 is a digital camera using a solid-state imaging device such as a CCD or CMOS. For example, the first imaging unit 464 periodically images an occupant. The captured image captured by the first imaging unit 464 is output to the master control unit 100. The image picked up by the first image pickup unit 464 is an image used for monitoring the state of the occupant.

  For example, the second imaging unit 465 is provided on the visor unit 463A on the upper side of the left region 461L. The second imaging unit 465 is provided at a position where the passenger can see the eye when the occupant is viewing the second display unit 463. For example, the second imaging unit 465 is provided in a state where the lens 465l of the second imaging unit 465 can be recognized by an occupant. The second imaging unit 465 captures an image centered on the occupant's face. The image captured by the second imaging unit 465 is an image transmitted to a device that exists at a position away from the host vehicle M. Specifically, the image captured by the second imaging unit 465 is an image used for a videophone or the like, and is an image displayed on a display unit used by a videophone call partner.

  The microphone 466 is provided on the visor part 463A above the right region 461R. The information indicating the sound acquired by the microphone 466 is an image that is associated with the image captured by the second imaging unit 465 and transmitted to a device that is located away from the host vehicle M. Specifically, the information indicating the voice acquired by the microphone 466 is information used for a videophone or the like, and is information output to a voice output unit of a videophone call partner.

  The light emitting unit 462 is provided above the second display unit 463 and in the visor unit 463A. The light emitted from the light emitting unit 462 can be visually recognized by the occupant without being blocked by the visor unit 463A. By adopting this form, the visor portion 463A shields outside light such as sunlight that is inserted into the light emitting portion 462, so that the light emission visibility by the occupant can be improved.

  The light emitting unit 462 is controlled by the HMI control unit 120 to emit light when the second display unit 463 is usable. “Useable” means that, for example, a screen relating to a videophone function is displayed on the second display unit 463 by operating the second operation unit 420, or a movie or TV program is displayed by operating the third operation unit 440. For example, the occupant can use the image on the second display unit 463.

  As described above, since the first imaging unit 464 is provided so as not to be recognized by the occupant, the occupant does not excessively be aware of the first imaging unit 464. For this reason, the 1st imaging part 464 can image a crew member's natural state. As a result, the occupant state monitoring unit 140 can monitor the occupant state with higher accuracy. In addition, since the second imaging unit 465 is provided so that an occupant can easily recognize it, when using a videophone, the direction in which the line of sight is directed can be easily recognized. For this reason, the vehicle system 1 can promote communication with a call partner in a videophone.

  As described above, the second display unit 460 is a first imaging unit 464 that captures an occupant of the host vehicle M, and the first imaging unit 464 that captures an image used for occupant state monitoring, A second image pickup unit 465 that picks up an occupant of the vehicle M and a second image pickup unit 465 that picks up an image used for a service linked to an image displayed by the second display unit 463 is a second display. By being arranged in the unit 460, it is possible to provide an imaging display unit in which imaging units that capture images having different uses are provided in an appropriate arrangement.

  In addition, as described above, the left region 461L is formed so that the distance in the vertical direction becomes shorter toward the left side, so that a region in which the first imaging unit 464 is provided is secured and the left region The size of 461L can be suppressed. The right region 461R is a target region obtained by inverting the left region 461L, and the design is improved by such a design.

  For example, the HUD 470 is disposed at a position higher than the first display unit 450. The HUD 470 projects an image on a predetermined imaging unit. For example, the HUD 470 causes a virtual image to be visually recognized by the eyes of an occupant seated in the driver seat by, for example, projecting an image onto a part of the front windshield in front of the driver seat. The image display area projected by the HUD 470 is smaller than the image display area in the first display unit 450. This is to prevent an occupant from overlooking an actual object ahead of the image projected by the HUD 470. In the embodiment, the front windshield of the host vehicle M may be used as the second display unit instead of the HUD 470. In this case, for example, an LED (Light Emitting Diode) incorporated in the instrument panel may emit light, and the light emitted from the LED may be reflected by the front windshield.

[Display control of HMI400 related to automatic operation]
Next, display control of the HMI 400 related to automatic driving will be described. Note that the layout on the display screen shown below is merely an example, and can be arbitrarily changed. Layout refers to arrangement, color, scale, etc.

  FIG. 9 is a diagram showing various scenes until the own vehicle M starts automatic operation from manual operation and changes lanes by automatic operation. In the example of FIG. 9, the scene (1) is a scene in which the host vehicle M enters the highway from a general road by manual driving. Scene (2) is a scene in which the host vehicle M is switched from manual operation to automatic operation. Scene (3) is a scene in which the host vehicle M changes lanes by automatic driving. Hereinafter, display control corresponding to each of the scenes (1) to (3) will be described.

<Scene (1)>
Scene (1) is, for example, a scene before entering a highway. In this scene, since the main switch 412 and the auto switch 414 of the first operation unit 410 are not operated, driving support is not executed and manual driving is performed. When manual driving is performed, the HMI control unit 120 causes the first display unit 450 to display information necessary for the passenger in the driver's seat to manually drive the host vehicle M using the driving operator 80. In addition, the HMI control unit 120 causes the HUD 470 to display a part of the information displayed on the first display unit 450. A screen in this case is shown in FIG.

  FIG. 10 is a diagram illustrating an example of the first screen IM1-1 and the second screen IM2-1 displayed during manual operation. The first screen IM1-1 is a screen that is displayed by the first display unit 450, and the second screen IM2-1 is a screen that is projected on the occupant's eyes by being projected by the HUD 470. The HMI control unit 120 displays, on the first screen IM1-1, as information necessary for traveling of the host vehicle M during manual operation, for example, the remaining battery level of the host vehicle M, the rotation speed, the shift position, the room temperature, and the travel distance. Information such as traveling speed and remaining fuel amount is displayed. In addition, the HMI control unit 120 causes the second screen IM2-1 to display speed information smaller than the first screen IM1-1 among the images displayed on the first screen IM1-1. As described above, the recognition area of the image projected on the passenger's eyes by being projected by the HUD 470 is smaller than the display area of the image by the first display unit 450. For this reason, the HMI control unit 120 causes the first display unit 450 to display relatively detailed first information (detailed information) related to driving assistance of the host vehicle M, and the HUD 470 is simpler than the detailed information. It is information, and the 2nd information (simple information) regarding driving assistance is displayed. Simple information is, for example, information with a smaller information amount than detailed information. The simple information may be information in which the types and number of items to be displayed are smaller than the types and number of items to be displayed as detailed information. The simple information may be an image obtained by reducing the resolution, simplifying, or deforming an image displayed as detailed information. The second information may be highly important information or highly urgent information among the first information.

<Scene (2)>
In the scene (2), the host vehicle M enters the highway. When the HMI control unit 120 accepts that the main switch 412 has been operated by the occupant, the HMI control unit 120 changes the screen displayed on the first display unit 450 and the HUD 470. FIG. 11 shows the screen after the change.

  FIG. 11 is a diagram illustrating an example of the third screen IM3-1 and the fourth screen IM4-1 displayed when the main switch 412 is operated. The third screen IM3-1 is a screen that is displayed by the first display unit 450, and the fourth screen IM4-1 is a screen that is projected on the occupant's eyes by being projected by the HUD 470. The same applies to the third screen IM3-X (X is an arbitrary natural number) and the fourth screen IM4-X shown in the following drawings. The third screen IM3-X and the fourth screen IM4-X are continuously displayed in a state where the driving support can be executed and in a state where the driving support is being executed.

  The third screen IM3-1 includes a periphery detection information display area 600-1, a driving support state display area 620-1, and a driving support start operation guide area 640-1 as areas for displaying information related to driving support. ing. Hereinafter, the respective areas on the third screen IM3-X are referred to as a peripheral detection information display area 600-X, a driving assistance state display area 620-X, and a driving assistance start operation guide area 640-X.

  The HMI control unit 120 displays an image showing the road shape ahead of the host vehicle M acquired from the second map information 62 and the host vehicle M recognized by the host vehicle position recognition unit 322 in the surrounding detection information display area 600-1. And an image showing the surrounding vehicle m recognized by the external recognition unit 321 are displayed.

  In addition, the HMI control unit 120 displays all information indicating candidates for the state of driving assistance (including automatic driving) that the host vehicle M can execute in the driving assistance state display area 620-1. In the example of FIG. 11, an image 621 showing three indicators “Assist”, “Hands Off”, and “Eyes Off” is shown as information indicating the candidate driving assistance status. For example, the degree of driving support is represented by each indicator alone or a combination of a plurality of indicators.

  The indicator “Assist” indicates that the host vehicle M is performing driving support at a first degree such as ACC or LKAS, or can be shifted to driving assistance at the first degree. Whether the driving assistance is being executed at the first degree or whether the driving assistance can be shifted to the driving assistance at the first degree can be grasped from the request action notification image 622 described later.

  The indicator “Hands Off” indicates that the host vehicle M does not require the occupant to perform an operation on the driving operator 80, but is performing driving assistance at a second degree in which the occupant is obliged to monitor the surroundings. Or it shows that it is in the state which can be changed to the driving assistance in the 2nd degree. It can be grasped from the request action notification image 622 whether the driving assistance is being executed at the second degree or whether the driving assistance can be shifted to the driving assistance at the second degree.

  The indicator “Eyes Off” indicates that the host vehicle M is performing driving support at a third degree in which the occupant does not have to perform an operation on the driving operator 80 and the occupant is not obligated to monitor the surroundings, or , It shows that it is in the state which can be changed to the driving assistance in the 3rd degree. Whether the driving assistance is being executed at the third degree or whether the driving assistance can be shifted to the driving assistance at the third degree can be grasped from the request action notification image 622. In addition, in the example of FIG. 11, the driving assistance state of the host vehicle M is not shown (manual driving state).

  In addition, the HMI control unit 120 displays a requested action notification image at a display position corresponding to an image 621 showing three indicators “Assist”, “Hands Off”, and “Eyes Off” in the driving assistance state display area 620-1. 622 is displayed. “Corresponding” means that the correspondence can be recognized by a person, such as a guideline indicating horizontal alignment, vertical alignment, and correspondence. As an example, the “display position corresponding to the image 621” is a display position adjacent to the image 621, and is a few [cm] or less (for example, 3 [cm]) in at least one of the top, bottom, left, and right with respect to the display position of the image 621. The following shows the display position. The requested action notification image 622 is, for example, an image indicating a predetermined action that the occupant performs on the driving operation member 80. The request action notification image 622 includes, for example, an image showing the driving operator 80 and an image showing a predetermined part of the occupant. The requested action notification image 622 is an image schematically showing the positional relationship between the steering wheel 82 and the occupant's hand, for example.

  The HMI control unit 120 displays, on the fourth screen IM4-1 of the HUD 470, simple information extracted from a part of the detailed information with respect to the detailed information displayed on the third screen IM3-1. On the fourth screen IM4-1 of the HUD 470, the information on the road shape ahead of the host vehicle M and the speed of the host vehicle M among the information on the driving assistance displayed on the screen IM3-1 of the first display unit 450 are displayed. The information shown is displayed.

  In the state shown in FIG. 11, when it is detected that the auto switch 414 has been operated by the occupant, the master control unit 100 causes the driving support control unit 200 to execute driving support of the first degree. Further, the HMI control unit 120 changes the screen displayed on the first display unit 450 and the HUD 470 to, for example, the screen shown in FIG.

  FIG. 12 is a diagram showing an example of screens IM3-2 and IM4-2 displayed on first display unit 450 and HUD 470 when auto switch 414 is operated. The HMI control unit 120 displays an image indicating the degree of driving assistance being executed so that the image can be distinguished from other images indicating the degree of driving assistance. For example, the HMI control unit 120 highlights an image of the driving assistance mode “Assist” of the host vehicle M in the driving assistance state display area 620-2 of the third screen IM3-2. Thereby, the passenger | crew can grasp | ascertain that the driving assistance of the 1st degree is performed.

  Here, the HMI control unit 120 requests, as the requested operation notification image 622, a requested operation notification of a moving image that requests an occupant to perform an operation necessary to shift to the degree of driving support (automatic operation) corresponding to “Hands Off” It is displayed as an image 622. A moving image is, for example, an image including a dynamic object in which a predetermined object moves dynamically with time. The moving image may include an animation.

  On the fourth screen IM4-2 of the HUD 470, the same information as the fourth screen IM4-1 is displayed.

  In addition, the switching control unit 110 satisfies the various conditions for shifting to the second degree of driving support in a state where the auto switch 414 is operated, and the steering wheel 82 is not gripped by the occupant. If it is determined by the operator state determination unit 130, the automatic operation control unit 300 is caused to execute the second degree of driving assistance (that is, automatic driving).

  Further, the HMI control unit 120 changes the screen displayed on the first display unit 450 and the HUD 470 to, for example, the screen shown in FIG. 13 when the automatic driving control unit 300 executes the second degree of driving support. .

  FIG. 13 is a diagram illustrating an example of a screen displayed on the first display unit 450 and the HUD 470 during driving assistance of the second degree. The HMI control unit 120 causes the “Hands Off” image corresponding to the second degree of driving assistance to be highlighted in the driving assistance state display area 620-2. Thereby, the occupant can grasp that the driving assistance of the second degree is performed.

  In addition, the HMI control unit 120 is recognized in the periphery detection information display area 600-3 by, for example, an image showing the road shape ahead of the host vehicle M acquired from the second map information 62 and the host vehicle position recognition unit 322. An image showing the own vehicle M, an image showing the surrounding vehicle m acquired by the external environment recognition unit 321, and a future track image 602 showing the future track of the host vehicle M generated by the action plan generation unit 323 are displayed. . In addition, the HMI control unit 120 starts driving assistance (automatic traveling in the figure) in the second degree in the surrounding detection information display area 600-3, but allows the passenger to continuously monitor the surrounding traffic situation. Display information.

  The occupant state monitoring unit 140 of the master control unit 100 monitors that the occupant continuously monitors the surrounding traffic conditions. For example, the occupant state monitoring unit 140 acquires a face image of an occupant sitting on the driver's seat from the captured image of the first image capturing unit 464, and acquires the line-of-sight direction from the acquired face image. For example, the occupant state monitoring unit 140 may acquire the sight line direction of the occupant from the captured image of the first imaging unit 464 by deep learning using a neural network or the like. For example, pre-constructed a neural network that learns to output eye gaze direction using feature information of eyes, nose, mouth, etc. obtained by analyzing an unspecified number of face images and the position of the eyeball's black eye Keep it. And the passenger | crew state monitoring part 140 acquires the passenger | crew's gaze direction by inputting the face image of the passenger | crew of the own vehicle M into this neural network.

  Further, the occupant state monitoring unit 140 determines whether or not the occupant is monitoring the periphery of the host vehicle M based on whether or not the sight line direction of the occupant is included in a range of directions in which the predetermined periphery can be monitored. To do. The occupant state monitoring unit 140 does not monitor the periphery when the occupant's line-of-sight direction is not included in the range of directions in which the predetermined periphery can be monitored or when the occupant's line-of-sight direction cannot be acquired. Is determined. When it is determined that the periphery monitoring is not performed, the HMI control unit 120 may issue a warning by voice or the like in order to monitor the periphery of the occupant.

  Further, the occupant state monitoring unit 140 determines that the occupant is monitoring the periphery when the sight line direction of the occupant is included in a range of directions in which the predetermined periphery can be monitored. In this case, the automatic driving control unit 300 continues the driving assistance of the second degree. Note that when driving support of the host vehicle M is being started, nothing is displayed in the driving support start operation guide region 640-3.

  The HMI control unit 120 causes the fourth screen IM4-3 of the HUD 470 to display a future trajectory image 602 indicating the future trajectory of the host vehicle M in addition to the same information as the fourth screen IM4-2.

<Scene (3)>
In the scene (3), the automatic driving control unit 300 changes the lane of the host vehicle M by driving assistance of the second degree. In this case, the HMI control unit 120 displays a screen corresponding to driving assistance on one or both of the first display unit 450 and the HUD 470.

  FIG. 14 is a diagram showing an example of the third screen IM3-4 and the fourth screen IM4-4 displayed at the first timing before the behavior of the host vehicle M changes. In addition to the content displayed in the periphery detection information display area 600-3 in the periphery detection information display area 600-4 of the third screen IM3-4, the HMI control unit 120, for example, the direction in which the host vehicle M changes the lane An image 606 indicating that is displayed is displayed. In the example of FIG. 14, an image 606 is displayed in which the host vehicle M changes the lane to the right lane adjacent to the traveling lane.

  Next, scenes (4) to (6) will be described. FIG. 15 is a diagram illustrating various scenes from when the driving assistance is performed to the host vehicle M at the third degree, and thereafter, after the third degree to the second degree. In the example of FIG. 15, the scene (4) is a scene where the driving assistance of the own vehicle M is switched from the second degree to the third degree as the own vehicle M follows the surrounding vehicle m in a traffic jam. Scene (5) is a scene in which the host vehicle M is executing low-speed following traveling, which is an example of driving assistance of the third degree. Low-speed following travel (TJP; Traffic Jam Pilot) is a control mode for following a preceding vehicle at a predetermined speed or less. The predetermined speed is (for example, 60 [km / h] or less). The low-speed following traveling is activated when the speed of M of the host vehicle is equal to or lower than a predetermined speed and the distance between the vehicle and the preceding vehicle m is within a predetermined distance (confirmation). In low-speed following traveling, it is possible to realize highly reliable automatic driving by continuing relatively easy control of following a preceding vehicle on a crowded road. A scene (6) is a scene where the driving assistance of the own vehicle M is switched from the third degree to the second degree. Hereinafter, display control corresponding to each of the scenes (4) to (6) will be described.

<Scene (4)>
In the scene (4), the automatic driving control unit 300 has not yet reached the low-speed following traveling and performs the acceleration control of the host vehicle M. In this case, the HMI control unit 120 displays a screen corresponding to driving assistance on one or both of the first display unit 450 and the HUD 470.
<Scene (5)>
In the scene (5), the low-speed following traveling is executed. In this case, the HMI control unit 120 displays a screen corresponding to the low-speed following traveling on the first display unit 450 and the HUD 470.

  FIG. 16 is a diagram illustrating an example of the third screen IM3-5 and the fourth screen IM4-5 displayed during low-speed following traveling. The HMI control unit 120 displays a periphery detection image 610A indicating that the third degree of driving assistance is being executed in the periphery detection information display area 600-5.

  The surrounding detection image 610A is an image indicating that the surroundings of the host vehicle M are being monitored by, for example, the camera 10, the radar device 12, the finder 14, the object recognition device 16, and the external recognition unit 321. The periphery detection image 610A is an animation in which ripples spread from the center of the host vehicle M toward the outside, for example.

  In addition, the HMI control unit 120 displays an indicator “Eyes Off” indicating that the host vehicle M does not impose the occupant's periphery monitoring duty in the driving support state display area 620-5 of the third screen IM3-5. An image of an indicator “Hands OFF” indicating that the operation of the driving operator 80 is not required is highlighted. The HMI control unit 120 monitors the surroundings of the host vehicle M in the driving support state display area 620-5 by the camera 10, the radar device 12, the finder 14, the object recognition device 16, and the external environment recognition unit 321. An image 626 indicating that the image is displayed is displayed.

  In addition, the HMI control unit 120 displays, on the fourth screen IM4-5 of the HUD 470, in addition to the same information as the fourth screen IM4-4, a periphery detection image indicating that the third degree of driving assistance is being executed. 610B is displayed. The surrounding detection image 610B is an animation in which ripples spread from the center of the host vehicle M toward the outside, for example.

  In addition, in a state where the occupant is not obligated to monitor the surroundings, the HMI control unit 120 uses the light emitting unit 462 provided in the second display unit 463 when the second display unit 463 becomes usable. Control to emit light in a predetermined color. The functions that can be used in the state where the occupant is not obligated to monitor the surroundings are, for example, videophones and entertainment content (contents stored in movies, televisions, and DVDs) in the second display unit 463. It is a function displayed on the screen. When a videophone is used, an image of the other party is displayed on the second display unit 463.

  For example, when the third operation unit 440 is operated in a state where the second display unit 463 is usable, the HMI control unit 120 causes the second display unit 463 to display a screen corresponding to the operation content. The HMI control unit 120 also displays the image of the other party who is talking to the second display unit 463 when the operation switch 422 of the second operation unit 420 is operated while the second display unit 463 is usable. Is displayed. Thereby, the passenger can enjoy a call while looking at the other party displayed on the second display unit 463. That is, the occupant can use a videophone.

<Scene (6)>
In the scene (6), the automatic driving control unit 300 switches the host vehicle M from the third degree to the second degree of driving assistance because there is no preceding vehicle m that follows at a low speed. In this case, based on the change in the degree of driving support, the HMI control unit 120 displays information indicating the occupant's monitoring target or operation target requested from the occupant as shown in FIG. It is displayed on one or both of the HUD 470.

  FIG. 17 is a diagram illustrating an example of the third screen IM3-6 and the fourth screen IM4-6 that are displayed for the passenger to perform the periphery monitoring. The HMI control unit 120 has information indicating that the low-speed following traveling (in the figure, “congestion following automatic driving”) is completed and information indicating that the occupant confirms the surrounding traffic situation in the vicinity detection information display area 600-6. Is displayed.

  In addition, the HMI control unit 120 displays a forward gaze request image 650 that requests the occupant to gaze at the front of the host vehicle M on the fourth screen IM4-6. The forward gaze request image 650 is an image including an elliptical area indicating a predetermined area in front of the host vehicle M. Further, the forward gaze request image 650 may have a predetermined shape such as a circle or a rectangle, or may be information such as a mark or a symbol character that alerts the occupant. In addition, the HMI control unit 120 lights or blinks the forward gaze request image 650 in a predetermined color. Further, the HMI control unit 120 may prompt the occupant to gaze forward by causing the LED incorporated in the instrument panel to emit light and reflecting the light emission of the LED by the front windshield.

  The occupant state monitoring unit 140 determines whether the occupant is monitoring the surroundings based on the captured image of the first imaging unit 464. When it is determined that the occupant is monitoring the periphery, the switching control unit 110 causes the automatic driving control unit 300 to switch the driving assistance of the host vehicle M from the third degree to the second degree. The HMI control unit 120 causes one or both of the first display unit 450 and the HUD 470 to display a screen corresponding to driving assistance based on the second degree.

<Switching timing of various devices or controls related to driving support>
Here, various devices or control switching timing related to driving assistance of the host vehicle M will be described with reference to the drawings. FIG. 18 is a diagram for explaining switching timings of various devices or controls related to driving support.

  In FIG. 18, as switching related to driving support, (A) on / off of the main switch 412, (B) on / off of the auto switch 414, (C) on / off of the manual operation mode display, (D) driving ON / OFF of support mode display, (E) ON / OFF of driving assistance at first degree, (F) Driving / not holding steering wheel 82, (G) Driving assistance at second degree ON / OFF, (H) ON / OFF of driving assistance at the third degree, and (I) switching timing with respect to the passage of time required / unnecessary for passenger driving monitoring.

  At time T0, the host vehicle M is traveling by manual operation of the occupant. In this case, the main switch 412 and the auto switch 414 are not operated, and the screens in the manual operation mode (the first screen IM1 and the second screen IM2) are displayed on the first display unit 450 and the HUD 470. Further, at time T0, driving assistance (first degree to third degree) for the host vehicle M is not performed, and the occupant needs to grasp the steering wheel 82 and monitor the surroundings.

  At time T1, an operation for turning on the main switch 412 is performed by a passenger. In this case, the screen (the third screen IM3, the fourth screen IM4) in the driving support mode is displayed on the first display unit 450 and the HUD 470. In the state from time T1 to time T2, traveling control by driving assistance is not performed, and manual driving is continued.

At time T2, an operation for turning on the auto switch 414 is performed by a passenger.
In this case, the master control unit 100 causes the driving support control unit 200 to execute the first degree of driving support. In the driving support mode display, the HMI control unit 120 displays an image indicating that the second degree of driving support is executed by releasing the hand from the steering wheel 82.

  At time T <b> 3, the occupant releases his hand from the steering wheel 82 while the host vehicle M is capable of driving assistance at the second degree. In this case, the switching control unit 110 causes the driving assistance of the second degree by the automatic driving control unit 300 to be executed from the driving assistance of the first degree by the driving assistance control unit 200.

  At time T4, for example, when the host vehicle M performs low-speed following traveling, the third degree of driving assistance is executed. In this case, monitoring of the occupant's surroundings becomes unnecessary. At this time, the videophone can be used, and when the videophone is used, the second imaging unit 465 starts imaging the occupant.

  At time T5, the third degree of driving assistance ends and switches to the second degree of driving assistance. Therefore, it is necessary to monitor the occupant's surroundings. At time T5, a display for switching from the second degree of driving assistance to manual driving is performed. In this case, the HMI control unit 120 displays information for causing the occupant to hold the steering wheel 82 in the driving support mode display.

  At time T6, the passenger grips the steering wheel 82. In this case, the switching control unit 110 switches from the second degree of driving assistance by the automatic driving control unit 300 to the first degree of driving assistance by the driving assistance control unit 200. Further, the switching control unit 110 switches to manual driving after the first degree of driving support has elapsed for a predetermined time.

  At time T7, the host vehicle M is switched to manual operation. In this case, the main switch 412 and the auto switch 414 are switched off in response to the timing at which the host vehicle M switches to manual operation.

  According to the above-described embodiment, the imaging display unit mounted on the host vehicle M includes the second display unit 463 that displays an image and the first imaging unit 464 that captures an occupant of the host vehicle M. A first imaging unit 464 that captures an image used for occupant state monitoring and a second imaging unit 465 that captures an occupant of the host vehicle M, which are displayed by the second display unit 463. By providing the second display unit 460 in which the second imaging unit 465 that captures an image used for a service linked to an image is disposed in the unit, an imaging unit that captures an image having a different use can be appropriately arranged. Can be provided.

  As mentioned above, although the form for implementing this invention was demonstrated using embodiment, this invention is not limited to such embodiment at all, In the range which does not deviate from the summary of this invention, various deformation | transformation and substitution Can be added.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle system, 10 ... Camera, 12 ... Radar device, 14 ... Finder, 16 ... Object recognition device, 20 ... Communication device, 30 ... HMI, 50 ... Navigation device, 60 ... MPU, 70 ... Vehicle sensor, 80 ... Driving Operator, 460, second display unit, 463, second display unit, 464, first imaging unit, 465, second imaging unit

Claims (4)

An imaging display unit mounted on a vehicle,
A display for displaying an image;
A first imaging unit that images an occupant of the vehicle, the first imaging unit that captures an image used for monitoring the state of the occupant;
A second imaging unit for imaging an occupant of the vehicle, the second imaging unit imaging an image used for a service linked to an image displayed by the display unit;
An imaging display unit that is placed in the unit. Differentiating the degree of recognition by an occupant between the first imaging unit and the second imaging unit;
The imaging display unit according to claim 1. The first imaging unit is provided in a form in which the degree of recognition by the occupant is smaller than that of the second imaging unit.
The imaging display unit according to claim 2. The second imaging unit is provided at a position where the passenger enters the eye when the occupant is viewing the display unit.
The imaging display unit according to any one of claims 1 to 3.

Images