JP6891863B2 - Display control device and display control program - Google Patents

Description

The disclosure herein relates to display controls and control programs that display virtual images.

Patent Document 1 discloses a technique for determining a superposed position of a virtual image superimposed and displayed on a landscape in front of a vehicle. In this technique, the superimposition position of the virtual image is determined by using the posture information of the vehicle detected by the gyro sensor, the G sensor, the yaw rate sensor and the like.

JP-A-2010-256878

In the technique of Patent Document 1, the superimposition position is determined based on the detection result of the posture change of the vehicle that has occurred. However, in this case, there is a possibility that the determination of the superposed position cannot follow the transient posture change of the vehicle due to the application of acceleration. That is, it is conceivable that the posture of the vehicle changes further between the time when the change in the posture of the vehicle is detected, the position where the superposition is determined, and the time when the virtual image is displayed. As a result, the overlapping position of the virtual image may shift.

An object of the disclosure is to provide a display control device and a display control program capable of suppressing a shift in the superimposed position of a virtual image due to a transient posture change of a vehicle.

The plurality of aspects disclosed herein employ different technical means to achieve their respective objectives. Further, the scope of claims and the reference numerals in parentheses described in this section are examples showing the correspondence with the specific means described in the embodiment described later as one embodiment, and limit the technical scope. is not it.

One of the disclosed display control devices is a display control device used in a vehicle to control the display of a virtual image (Vi) superimposed on a superposed object in the foreground of an occupant, and is a display control device for torque that gives acceleration to the vehicle. A torque information acquisition unit (71) that acquires torque information that is a value or a value related to torque, a pitch angle prediction unit (81) that predicts the pitch angle of a vehicle based on the acquired torque information, and a pitch angle prediction. The pitch angle prediction unit includes a position correction unit (99) that corrects the superposed position of the imaginary image based on the prediction of the unit, and a steering angle information acquisition unit (75) that acquires information on the steering angle of the vehicle. The pitch angle is predicted based on the steering angle in addition to the torque information.
One of the disclosed display control devices is a display control device used in a vehicle to control the display of a virtual image (Vi) superimposed on a superposed object in the foreground of an occupant, and is a display control device for torque that gives acceleration to the vehicle. A torque information acquisition unit (71) that acquires torque information that is a value or a value related to torque, a pitch angle prediction unit (81) that predicts the pitch angle of a vehicle based on the acquired torque information, and a pitch angle prediction unit. The pitch angle prediction unit further includes a position correction unit (99) that corrects the superimposed position of the imaginary image based on the prediction of the unit, and a shift determination unit (81a) that determines whether or not the vehicle has changed gears. The pitch angle is predicted based on the change in pitch angle due to shifting.

One of the disclosed display control programs is a control program used in a vehicle to control the display of a virtual image (Vi) superimposed on a superimposed object in the foreground of an occupant, and is at least one processing unit (61). A torque information acquisition unit (71) that acquires torque information that is a value of torque that gives acceleration to the vehicle or a value related to torque, and a pitch angle prediction unit that predicts the pitch angle of the vehicle based on the acquired torque information. (81), the position correction unit (99) that corrects the superposed position of the imaginary image based on the prediction of the pitch angle prediction unit, and the steering angle information acquisition unit (75) that acquires information on the steering angle of the vehicle. The pitch angle prediction unit predicts the pitch angle based on the steering angle in addition to the torque information.
One of the disclosed display control programs is a display control program used in a vehicle and controlling the display of a virtual image (Vi) superimposed on a superposed object in the foreground of an occupant, and is at least one processing unit (61). ), A torque information acquisition unit (71) that acquires torque information that is a value of torque that gives acceleration to the vehicle or a value related to torque, and calculates a predicted value of the pitch angle of the vehicle based on the acquired torque information. It functions as a pitch angle prediction unit (81), a position correction unit (99) that corrects a superposed position of a virtual image based on a predicted value, and a shift determination unit (81a) that determines whether or not the vehicle has changed gears. The angle prediction unit further predicts the pitch angle based on the change in the pitch angle due to the shift.

According to these disclosures, the predicted value of the pitch angle is calculated from the value of the torque that gives acceleration to the vehicle, and the superposed position of the virtual image is corrected based on the predicted value. By calculating this predicted value, a change in the pitch angle of the vehicle due to the addition of acceleration is predicted. Therefore, it is possible to correct the superimposition position of the virtual image faster than detecting the change in the pitch angle of the vehicle. As described above, it is possible to provide a display control device and a display control program capable of suppressing the deviation of the superimposed position of the virtual image due to the transient posture change of the vehicle.

It is a block diagram of the display control device which concerns on 1st Embodiment. It is a flowchart which shows an example of the process executed by the display control device of 1st Embodiment. It is a flowchart which shows the calculation process of the acceleration pitch angle in 1st Embodiment. It is a block diagram of the display control device which concerns on 2nd Embodiment. It is a flowchart which shows the calculation process of the acceleration pitch angle in 2nd Embodiment. It is a block diagram of the display control device which concerns on 3rd Embodiment. It is a flowchart which shows the calculation process of the acceleration pitch angle in 3rd Embodiment.

(First Embodiment)
The display control device 100 of the first embodiment will be described with reference to FIGS. 1 to 3. The display control device 100 constitutes a virtual image display system used in a vehicle together with a head-up display (hereinafter, “HUD”) device 10. The virtual image display system displays a virtual image Vi superimposed on a superposed object in the foreground of a vehicle occupant (for example, a driver), for example, another vehicle, a pedestrian, a cyclist, a traveling route, or the like. The virtual image display system presents various information related to the vehicle to the driver by displaying Augmented Reality (hereinafter referred to as “AR”) using the virtual image Vi.

The HUD device 10 is electrically connected to the display control device 100, and acquires video data generated by the display control device 100. The HUD device 10 is composed of a projector, a screen, a magnifying optical system, and the like. The HUD device 10 is housed in a storage space in the instrument panel below the windshield WS.

The HUD device 10 projects the light of the display image formed as a virtual image Vi toward the projection area PA of the windshield WS. The light projected toward the windshield WS is reflected toward the driver's seat side in the projection area PA and is perceived by the driver. The driver visually recognizes the display in which the virtual image Vi is superimposed on the superimposed object in the foreground that can be seen through the projection area PA.

The projection area PA on which light can be projected by the HUD device 10 is a limited part of the entire surface of the windshield WS. The projection area PA is an area in which the virtual image Vi can be displayed on the appearance of the driver. When the foreground is viewed from the driver's eye point EP, the range that can be seen through the projection area PA is substantially the range in which the virtual image Vi can be displayed.

The virtual image Vi is formed in a space of about 10 to 20 m in the front direction of the vehicle from, for example, the eye point EP. The virtual image Vi realizes an AR display that is superposed on a superimposing object (for example, a road surface, a vehicle in front, etc.) in the foreground in appearance of the driver. As an example, a route image showing a traveling route set in the navigation device is presented to the driver by AR display.

The display control device 100 is an electronic control unit that controls the display by a display such as the HUD device 10 mounted on the vehicle. The display control device 100 has a function of detecting the posture of the vehicle as one of the functions for controlling the virtual image display by the HUD device 10. The display control device 100 corrects the projected position and projected shape of the displayed light image according to the change in the posture of the vehicle, and controls so that the virtual image Vi having an appropriate shape is formed at an appropriate position in the foreground.

The display control device 100 can communicate with other vehicle-mounted configurations via the communication bus of the vehicle-mounted network. For example, an axle torque sensor 21, a brake oil pressure sensor 22, a vehicle height sensor 23, a three-dimensional map database 24, a steering angle sensor 25, a vehicle speed sensor 26, a yaw rate sensor 27, etc. are directly or indirectly electrically connected to the communication bus. Has been done.

The axle torque sensor 21 is a sensor that measures the value of the drive torque (drive torque information) output from the drive source of the vehicle. The axle torque sensor 21 is provided on the drive shaft of the vehicle. The axle torque sensor 21 indirectly measures the value of the drive torque by detecting the amount of twist of the drive shaft due to the output drive torque. The axle torque sensor 21 sequentially outputs a signal indicating a detected value to the display control device 100.

The brake oil pressure sensor 22 is a sensor that measures the value of the braking torque (braking torque information) output by the braking device. The braking device applies braking torque to the wheels according to the amount of operation of the brake pedal. The brake oil pressure sensor 22 indirectly measures the value of the braking torque by detecting the oil pressure value of the master cylinder in the braking device. The brake oil pressure sensor 22 sequentially outputs a signal indicating a detected value to the display control device 100.

The vehicle height sensor 23 is a sensor that detects the vertical displacement of the vehicle in order to measure the height from the road surface on which the vehicle is placed to the body. The vehicle height sensor 23 measures the amount of subduction to the body of a specific wheel that is displaced in the vertical direction by the operation of the suspension arm suspended from the body. Only one vehicle height sensor 23 is attached to the rear of the center in the front-rear direction of the vehicle, and measures the vertical displacement at the rear of the vehicle. The vehicle height sensor 23 acquires the relative distance between the body and the suspension arm as a detection value, and sequentially outputs the relative distance to the display control device 100.

The three-dimensional map database (hereinafter, “three-dimensional map DB”) 24 is mainly composed of a large-capacity storage medium that stores a large number of three-dimensional map data and two-dimensional map data. The three-dimensional map data is high-precision map data that enables automatic driving of a vehicle. In the three-dimensional map data, the terrain and the structure are represented by a point cloud having three-dimensional coordinate information. The 3D map DB 24 can update the 3D map data to the latest information through the network. The three-dimensional map DB 24 can provide the display control device 100 with three-dimensional map data in the vicinity of the vehicle and the traveling direction in response to a request from the display control device 100. When the three-dimensional map data of the area requested to be provided is undeveloped, the three-dimensional map DB 24 provides the display control device 100 with normal two-dimensional map data used for navigation and the like.

The steering angle sensor 25 and the vehicle speed sensor 26 are state detection sensors that detect the state of the vehicle. The steering angle sensor 25 detects, for example, the rotation direction and rotation angle of the steering shaft. The rotation angle is based on the angular phase (0 °) when traveling straight. The steering angle sensor 25 sequentially outputs signals indicating the rotation direction and the rotation angle (steering angle) from the reference position to the display control device 100. The vehicle speed sensor 26 detects, for example, the rotational speed of the wheels of the vehicle. The vehicle speed sensor 26 sequentially outputs a signal indicating the rotation speed of the wheels toward the display control device 100.

The yaw rate sensor 27 detects the yaw rate acting on the vehicle. The yaw rate sensor 27 sequentially outputs a signal indicating the detected yaw rate value to the display control device 100.

As shown in FIG. 1, the display control device 100 is an electronic control unit mainly composed of a computer having a processing unit 61, a RAM 62, a memory device 63, and an input / output interface. The processing unit 61 includes at least one such as a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), and an FPGA (Field-Programmable Gate Array). The processing unit 61 may include a dedicated processor specialized in learning and inference of AI (Artificial Intelligence).

The memory device 63 stores various programs executed by the processing unit 61. The plurality of programs stored in the memory device 63 include a display control program that controls the display of the virtual image Vi. The display control program is a program that realizes an augmented reality (hereinafter, “AR (Augmented Reality)”) display in which a virtual image Vi is superimposed on a superposed object in the foreground.

Here, assuming that the virtual image Vi is displayed with the road surface in the foreground as a superimposing target, the shape of the road surface that is visible to the driver through the projection area PA is that the vehicle is traveling on a flat road and that the vehicle is traveling on a flat road. It will be different from when driving on a sloped road surface. That is, the posture of the vehicle changes depending on the presence or absence of the slope and the magnitude of the slope, and the shape of the visible road surface changes.

In addition, when acceleration is applied to the vehicle, the posture of the vehicle changes due to the inertial force. Due to this attitude change, the shape of the road surface visible to the driver through the projection area PA changes transiently.

Based on the above, if the projected position and projected shape of the displayed light image based on the slope of the road surface and the acceleration of the vehicle are not corrected, the virtual image Vi deviated from the superimposed object can be displayed. The display control program appropriately controls the projected position and projected shape of the displayed light image according to the road gradient, the posture change of the vehicle, etc., so that the road gradient, the pitch angle occurring in the vehicle, the roll angle, the yaw angle, etc. Is calculated.

By executing the above-mentioned display control program, the display control device 100 includes a torque information acquisition unit 71, a vehicle height information acquisition unit 73, a gradient information acquisition unit 74, a steering angle information acquisition unit 75, a vehicle speed information acquisition unit 76, and a yaw rate acquisition unit. 77 is provided as a functional block for acquiring various information. The display control device 100 has a roll angle calculation unit 85, a roll angle correction unit 95, a yaw angle correction unit 97, a pitch angle prediction unit 81, and a measurement pitch angle calculation unit as functional blocks for calculating the vehicle posture based on the acquired information. It has 83 and a pitch angle correction unit 93. The display control device 100 has a display control unit 99 as a functional block for determining the superimposition position of the virtual image Vi.

The torque information acquisition unit 71 acquires a value related to the value of the torque that gives acceleration to the vehicle as torque information. The torque information acquisition unit 71 acquires the axle torque value detected by the axle torque sensor 21 as drive torque information output by the drive source of the vehicle. The drive torque information is torque information that gives a positive acceleration to the vehicle among the torque information. The torque information acquisition unit 71 acquires the brake oil pressure value detected by the brake oil pressure sensor 22 as the braking torque information output by the braking device. The braking torque information is torque information that gives a negative acceleration to the vehicle among the torque information.

The vehicle height information acquisition unit 73 acquires the detected value detected by the vehicle height sensor 23. The vehicle height information acquisition unit 73 sets the output value of the vehicle height sensor 23 in a no-load state in which a load that causes a vertical displacement to the vehicle is not acting, and indicates a vehicle height in which the pitch angle and the roll angle are zero. It is set as the initial value of the sensor 23. The vehicle height information acquisition unit 73 calculates and acquires the displacement of the detected value from the initial value as vehicle height information.

The gradient information acquisition unit 74 calculates the gradient of the road on which the vehicle travels by using the current position of the vehicle and the three-dimensional map data acquired from the three-dimensional map database 24. The current position of the vehicle is based on, for example, the vehicle position information calculated based on the positioning signal acquired from the satellite positioning system and the vehicle speed information for correcting the moving distance of the vehicle due to the delay time at the time of acquiring the vehicle position information. It only needs to be identified. The gradient information acquisition unit 74 acquires information indicating latitude, longitude and altitude, and information indicating a cross slope of the road surface. The gradient information acquisition unit 74 calculates and acquires the longitudinal gradient of the road surface on which the vehicle travels based on the latitude, longitude and altitude. The gradient information acquisition unit 74 sequentially provides the acquired longitudinal gradient and cross slope to the display control unit 99 as gradient information.

The steering angle information acquisition unit 75 acquires the detection value of the steering angle sensor 25 as steering angle information. The vehicle speed information acquisition unit 76 acquires the detected value of the vehicle speed sensor 26 as vehicle speed information. The yaw rate acquisition unit 77 acquires the yaw rate from the yaw rate sensor 27.

The roll angle calculation unit 85 calculates the roll angle of the vehicle based on the steering angle information and the vehicle speed information. The roll angle calculation unit 85 acquires the curve radius information of the traveling road from, for example, the three-dimensional map database 24, and calculates the roll angle by using the curve radius information, the steering angle information, and the vehicle speed information. The roll angle calculation unit 85 sequentially provides the calculated roll angle to the roll angle correction unit 95.

The roll angle correction unit 95 adds the cross slope acquired by the gradient information acquisition unit 74 to the calculated roll angle. The roll angle correction unit 95 outputs this added value as a correction roll angle which is a roll angle of the vehicle with respect to the horizontal plane. The yaw angle correction unit 97 calculates the yaw angle of the vehicle based on the acquired yaw rate.

The pitch angle prediction unit 81 predicts the acceleration pitch angle based on the acquired torque information. The acceleration pitch angle is the pitch angle with respect to the road surface of the vehicle when the vehicle is given a positive acceleration to accelerate or when a negative acceleration is given to decelerate. The pitch angle prediction unit 81 calculates the acceleration pitch angle based on, for example, an estimation formula of the acceleration pitch angle associated with the torque information. Assuming that the acceleration pitch angle is P, the estimation formula for calculating P is given by, for example, the following formula.

(Equation 1)
P = a ・ Td + b ・ Tb + c
Here, Td is an axle torque value, Tb is a brake oil pressure value, and a and b are gains. Therefore, a and Td are terms for predicting a pitch angle change due to driving torque (driving correction term), and b and b are terms for predicting a pitch angle change due to braking torque (braking correction term). a and b are determined by the drive system of the vehicle, the position of the drive source, and the like. For example, a and b have different values for each vehicle type due to differences in the FF (front engine / front drive) system, FR (front engine / rear drive) system, AWD (all-wheel drive) system, and the like. c is an offset term determined by the vehicle type. The estimation formula is stored in advance in, for example, the memory device 63.

The pitch angle prediction unit 81 calculates the acceleration pitch angle by substituting the acquired axle torque value and brake oil pressure value into the above estimation formula. As a result, the pitch angle prediction unit 81 calculates the change in the pitch angle of the vehicle that may occur due to the acceleration / deceleration of the vehicle due to the action of these torques. Since the pitch angle prediction unit 81 can calculate the acceleration pitch angle at the stage when the torque is measured, the pitch angle prediction unit 81 predicts the acceleration pitch angle earlier than or almost simultaneously with the actual change in the pitch angle of the vehicle due to the torque.

The measurement pitch angle calculation unit 83 calculates the inclination pitch angle. When the vehicle travels on a sloped road surface, the pitch angle of the vehicle with respect to the road surface is not zero due to the position of the center of gravity or the like, and the vehicle is inclined with respect to the road surface. The measurement pitch angle calculation unit 83 calculates the slope pitch angle, which is the pitch angle with respect to the road surface due to the road slope, based on the acquired vehicle height information. The measurement pitch angle calculation unit 83 calculates the inclination pitch angle based on the vehicle height information and the roll angle calculated by the roll angle calculation unit 85. Specifically, the measurement pitch angle calculation unit 83 subtracts the displacement amount due to the roll angle from the vertical displacement amount indicated by the vehicle height information, thereby excluding the vertical displacement amount of the vehicle due to the roll motion. Calculate the angle. The measurement pitch angle calculation unit 83 sequentially provides the calculated tilt pitch angle to the pitch angle correction unit 93.

The pitch angle correction unit 93 calculates the corrected correction pitch angle based on the predicted acceleration pitch angle. In the first embodiment, the pitch angle correction unit 93 calculates the correction pitch angle based on the longitudinal gradient information from the pitch angle prediction unit 81, the measurement pitch angle calculation unit 83, and the gradient information acquisition unit 74. That is, the pitch angle correction unit 93 adds the acceleration pitch angle and the longitudinal gradient of the road surface to the inclination pitch angle, and calculates the correction pitch angle as the pitch angle of the vehicle with respect to the horizontal plane.

The display control unit 99 generates video data of the projected display light image and sequentially outputs it to the HUD device 10. In the HUD device 10, the light of the display light image based on the video data is projected onto the projection area PA and imaged as a virtual image Vi. In generating the video data, the display control unit 99 repeatedly performs a process of correcting the drawing position and drawing shape of the original image, which is the virtual image Vi, according to the vehicle posture in each frame constituting the video data. The display control unit 99 is an example of a position correction unit.

Next, an example of the processing executed by the above-mentioned functional block will be described with reference to the flowcharts of FIGS. 2 and 3. In a series of processes, the display control device 100 feedforward-controls the superimposition position of the virtual image Vi based on the value of the torque that gives acceleration to the vehicle. The series of processes is repeatedly executed at predetermined time intervals or predetermined triggers.

First, the process of correcting the superimposition position of the pitch direction component will be described with reference to the flowchart of FIG. In step S1, the measurement pitch angle calculation unit 83 calculates the tilt pitch angle. Next, in step S2, the gradient information acquisition unit 74 calculates the longitudinal gradient of the road surface on which the vehicle is traveling. Next, in step S3, the acceleration pitch angle is predicted. In step S4, the pitch angle correction unit 93 adds the inclination pitch angle, the longitudinal gradient, and the acceleration pitch angle acquired and calculated in steps S1 to 3 to calculate the correction pitch angle.

In step S5, the correction process of the superimposed position of the virtual image Vi in the pitch direction is executed based on the calculated correction pitch angle. That is, the vertical deviation of the projection area PA from the projection position (reference position) of the virtual image Vi when the road gradient is substantially zero and neither roll nor pitch occurs is based on the correction pitch angle. To correct. When the process of step S5 is completed, the process returns to step S1 again, and a series of correction processes are repeated.

Next, the details of the acceleration pitch angle prediction process in step S3 in the above-mentioned correction process will be described with reference to the flowchart of FIG. First, in step S10, the axle torque value is acquired. Next, in step S20, the brake oil pressure value is acquired. Next, in step S30, the predicted value of the acceleration pitch angle is calculated by substituting the acquired axle torque value and brake oil pressure value into the estimation formula.

Next, the configuration and operation / effect of the display control device 100 of the first embodiment will be described.

The display control device 100 has a torque information acquisition unit 71 that acquires torque information that is a value of torque that gives acceleration to the vehicle or a value related to torque, and a pitch that predicts the pitch angle of the vehicle based on the acquired torque information. It includes an angle prediction unit 81. The display control device 100 includes a display control unit 99 that corrects the superimposed position of the virtual image Vi based on the prediction of the pitch angle prediction unit 81.

According to this, the predicted value of the pitch angle is calculated from the value of the torque input to the axle, and the superposed position of the virtual image Vi is corrected based on the predicted value. Since the torque input to the axle is a value related to the acceleration applied to the vehicle, the calculation of this predicted value predicts the change in the pitch angle of the vehicle due to the application of the acceleration. Therefore, the superimposed position of the virtual image Vi can be corrected faster than the change in the pitch angle of the vehicle is detected. As described above, it is possible to provide the display control device 100 and the display control program capable of suppressing the deviation of the superimposed position of the virtual image Vi with respect to the transient posture change of the vehicle.

The torque information acquisition unit 71 acquires at least the drive torque information output by the drive source of the vehicle and the braking torque information output by the braking device. According to this, it is possible to predict the acceleration pitch angle based on both the positive acceleration and the negative acceleration given to the vehicle.

The torque information acquisition unit 71 acquires the detected value of the axle torque detected by the axle torque sensor 21. According to this, the display control device 100 can use the detected value of the axle torque as the drive torque information. Since the detection value of the axle torque is more accurate than the information related to other drive torques such as the accelerator opening, it is possible to further improve the calculation accuracy of the acceleration pitch angle.

(Second Embodiment)
In the second embodiment, a modification of the display control device 100 according to the first embodiment will be described. The components having the same reference numerals as those in the drawings of the first embodiment in FIGS. 4 and 5 are the same components and have the same effects.

In the second embodiment, the pitch angle prediction unit 81 acquires steering angle information from the steering angle information acquisition unit 75 as shown in FIG. Based on the steering angle information, the pitch angle prediction unit 81 adds the influence of the roll motion of the vehicle to the pitch direction component at the time of turning to the prediction of the acceleration pitch angle. Specifically, the pitch angle prediction unit 81 uses the following estimation formula for calculating the acceleration pitch angle.

(Equation 2)
P = a ・ Td + b ・ Tb + c + d
Here, d is a correction term (turning correction term) for the acceleration pitch angle according to the steering angle information. d is a variable term that changes according to the magnitude of the steering angle. Alternatively, d may be a constant term. Further, when the steering angle exceeds the steering threshold value, the pitch angle prediction unit 81 ignores the turning correction term when calculating the acceleration pitch angle. When the steering angle is large, the accuracy of the estimation formula is lower than when the steering angle is relatively small. The pitch angle prediction unit 81 ignores the turning correction term when the steering angle exceeds the steering threshold value, thereby avoiding a decrease in the accuracy of the estimation formula.

Next, the calculation process of the acceleration pitch angle executed by the display control device 100 of the second embodiment will be described with reference to the flowchart of FIG. Since the processes of steps S10 and S20 in the flowchart of FIG. 5 are the same as the steps of the same reference numerals in FIG. 3, the description thereof will be omitted.

In step S21, the value of the steering angle is acquired. In step S22, it is determined whether or not the acquired steering angle value exceeds a preset steering threshold value. If it is determined that the value of the steering angle exceeds the steering threshold value, the process proceeds to step S30 with the turning correction term removed from the estimation formula. On the other hand, when it is determined that the value of the steering angle is lower than the steering threshold value, the process proceeds to step S30 with the turning correction term included in the estimation formula.

In step S30, the acceleration pitch angle is calculated by substituting each acquired value into the estimation formula set based on the determination result in step S22.

According to the display control device 100 of the second embodiment, the pitch angle prediction unit 81 calculates the acceleration pitch angle based on the steering angle information in addition to the torque information. Therefore, the pitch angle prediction unit 81 can add the change in pitch angle due to the roll motion of the vehicle during turning to the prediction of the acceleration pitch angle. Therefore, the accuracy of calculating the acceleration pitch angle during turning can be further improved.

(Third Embodiment)
In the third embodiment, a modification of the display control device 100 according to the first embodiment will be described. The components having the same reference numerals as those in the drawings of the first embodiment in FIGS. 6 and 7 are the same components and have the same effects.

The display control device 100 of the third embodiment acquires information from the accelerator opening sensor 28 and the engine speed sensor 29. The accelerator opening sensor 28 sequentially outputs an electric signal according to the amount of accelerator operation by the driver of the vehicle to the display control device 100. The engine speed sensor 29 sequentially outputs a signal indicating the engine speed to the display control device 100.

The display control device 100 includes an accelerator opening degree acquisition unit 78, a rotation speed information acquisition unit 79, and a shift determination unit 81a as functional blocks. The accelerator opening degree acquisition unit 78 acquires the detected value of the accelerator opening degree sensor 28 as the accelerator opening degree information. The rotation speed information acquisition unit 79 acquires the detected value of the engine rotation speed sensor 29 as engine rotation speed information.

The shift determination unit 81a determines whether or not the shift has been made. The shift determination unit 81a determines whether or not the shift has been made based on, for example, accelerator opening degree information and engine speed information. Specifically, the shift determination unit 81a determines that the engine has changed gears (shifted down) when the engine speed falls below a predetermined value when the accelerator opening degree is substantially constant. In addition, when the accelerator opening degree is substantially constant, it may be determined that the engine has changed gears (shifted up) even when the engine speed exceeds another predetermined value. The shift determination unit 81a sequentially provides the determination result to the pitch angle prediction unit 81.

The pitch angle prediction unit 81 acquires vehicle speed information from the vehicle speed information acquisition unit 76. The pitch angle prediction unit 81 predicts the acceleration pitch angle based on the vehicle speed information without using the value of the braking torque when the vehicle is stopped. Further, the pitch angle prediction unit 81 predicts the acceleration pitch angle based on the determination result of the shift determination unit 81a, taking into account the influence of vibration (shift shock) due to the shift when there is a shift. Specifically, the pitch angle prediction unit 81 uses the following estimation formula for calculating the acceleration pitch angle.

(Equation 3)
P = a ・ Td + b ・ Tb + c + d + e
Here, e is a correction term (shift correction term) for the acceleration pitch angle according to the shift shock. e is a variable term that changes according to the magnitude of the shift shock. Alternatively, e may be a constant term.

Next, the calculation process of the acceleration pitch angle executed by the display control device 100 of the third embodiment will be described with reference to the flowchart of FIG. 7. Since the processes of steps S10 to S23 in the flowchart of FIG. 7 are the same as the steps of the same reference numerals in FIG. 5, the description thereof will be omitted.

In step S24, the vehicle speed is acquired. In step S25, it is determined whether or not the vehicle speed is 0 km / h. When the vehicle speed exceeds 0 km / h, that is, when the vehicle is running, the estimation formula including the braking correction term is used, and the value of the braking torque is used to calculate the acceleration pitch angle. If it is determined in step S25 that the vehicle speed is 0 km / h, it is determined that the vehicle is stopped, and the process proceeds to step S26. In step S26, the braking correction term is removed from the estimation formula, processing is performed so that the value of the braking torque is not used for calculating the acceleration pitch angle when the vehicle is stopped, and the process proceeds to step S27. On the other hand, if it is determined in step S25 that the vehicle speed is not 0 km / h, that is, the vehicle is running, the process proceeds to step S27 with the braking correction term included in the estimation formula.

In step S27, the accelerator opening degree and the engine speed are acquired, and the process proceeds to step S28. In step S28, it is determined whether or not there is a shift. If it is determined that there is no shift, the process proceeds to step S29. In step S29, processing for removing the shift correction term from the estimation formula is performed, and the process proceeds to step S30. On the other hand, if it is determined that there is a shift, the process proceeds to step S30 with the shift correction term included in the estimation formula. In step S30, the acceleration pitch angle is calculated by substituting each acquired value into the estimation formula set based on the determination results of steps S22, S25, and S28.

According to the display control device 100 of the third embodiment described above, the pitch angle prediction unit 81 does not use the braking torque information for calculating the acceleration pitch angle when the vehicle speed is 0 km / h. When the vehicle speed is 0 km / h, it can be determined that the vehicle is in a stopped state and the braking torque is not acting. In this case, by not using the value of the braking torque for predicting the acceleration pitch angle, a more accurate acceleration pitch angle can be calculated. In other words, the pitch angle prediction unit 81 uses the value of the braking torque to predict the acceleration pitch angle only when the vehicle is running.

The pitch angle prediction unit 81 may be configured so that the braking torque information is not used for calculating the acceleration pitch angle when it can be considered that the vehicle is in a stopped state. That is, even if the vehicle speed exceeds 0 km / h, the pitch angle prediction unit 81 does not use the braking torque value for predicting the acceleration pitch angle if the vehicle speed is below the vehicle speed threshold value that can be regarded as a stopped state. It may be configured to do so. In other words, the pitch angle prediction unit 81 may be configured to use the value of the braking torque for predicting the acceleration pitch angle only when the vehicle speed exceeds the vehicle speed threshold value, and the vehicle speed threshold value is 0 km / h or 0 km / h. It is possible to adopt a vehicle speed of a size that can be regarded as.

Further, the display control device 100 of the third embodiment has a shift determination unit 81a for determining whether or not the vehicle has changed gears, and the pitch angle prediction unit 81 corrects the predicted value based on the shift. According to this, the pitch angle prediction unit 81 can include the shift shock in the prediction of the acceleration pitch angle. Therefore, the acceleration pitch angle can be predicted more accurately.

(Other embodiments)
The disclosure herein is not limited to the illustrated embodiments. The disclosure includes exemplary embodiments and modifications by those skilled in the art based on them. For example, disclosure is not limited to the parts and / or element combinations shown in the embodiments. Disclosure can be carried out in various combinations. The disclosure can have additional parts that can be added to the embodiments. Disclosures include those in which the parts and / or elements of the embodiment are omitted. Disclosures include replacement or combination of parts and / or elements between one embodiment and another. The technical scope disclosed is not limited to the description of the embodiments. Some technical scopes disclosed are indicated by the description of the claims and should be understood to include all modifications within the meaning and scope equivalent to the description of the claims. ..

The process for display control described so far may be carried out with a configuration different from that of the display control device 100 described above. For example, the display control device may have a configuration included in a combination meter, a navigation device, and the like. That is, the combination meter and the navigation device may acquire the function of the display control device by executing the above-mentioned display control program in the control circuit. Further, the calculation for posture detection performed by the posture detection unit of the above-described embodiment may be distributed processed by the control circuits of a plurality of control devices mounted on the vehicle.

Further, various non-transitory tangible storage media such as a flash memory and a hard disk can be adopted in the memory device 63 as a configuration for storing a display control program. In addition, the storage medium for storing the display control program is not limited to the storage medium provided in the electronic control unit mounted on the vehicle, and may be an optical disk as a copy source to the storage medium, a hard disk drive of a general-purpose computer, or the like. You may.

In the above-described embodiment, the torque information acquisition unit 71 acquires the axle torque value as the drive torque information. Instead of this, the torque information acquisition unit 71 may be configured to acquire, for example, the accelerator opening degree as drive torque information. The drive torque information acquired by the torque information acquisition unit 71 may be any information related to the drive torque output by the drive source of the vehicle.

In the above embodiment, the case where the drive source of the vehicle is an engine has been described, but the display control device 100 is used in a so-called hybrid vehicle having a motor as a drive source in addition to the engine, an electric vehicle having only a motor as a drive source, and the like. May be applied. In the case of a vehicle equipped with a motor as a drive source, the pitch angle prediction unit 81 uses the regenerative torque information in addition to the drive torque information and the braking torque information to predict the acceleration pitch angle, so that the acceleration pitch is more accurate. The corner can be detected.

In the above-described embodiment, the inclination pitch angle is calculated based on the vehicle height value detected by the vehicle height sensor 23, but it may be calculated based on the detection value of another posture detection sensor such as a gyro sensor.

In the above-described embodiment, the display control unit 99 corrects the drawing position of the original image, which is the virtual image Vi, according to the vehicle posture when generating the video data. Instead of this, the display control unit 99 may be configured to output correction information for correcting the superposed position of the virtual image Vi to the HUD device 10. In the case of this configuration, the HUD device 10 corrects the superimposed position of the virtual image Vi based on the correction information from the display control unit 99. That is, in this configuration, the display control unit 99 corrects the superimposed position of the virtual image Vi via the HUD device 10.

21 Axle torque sensor, 61 Processing unit, 71 Torque information acquisition unit, 75 Steering angle information acquisition unit, 81 Pitch angle prediction unit, 81a Shift judgment unit, 99 Display control unit (position correction unit), Vi virtual image, 100 Display control device ..

Claims (9)

A display control device used in a vehicle that controls the display of a virtual image (Vi) superimposed on a superimposed object in the foreground of an occupant.
A torque information acquisition unit (71) that acquires torque information that is a value of torque that gives acceleration to the vehicle or a value that is related to the torque.
A pitch angle prediction unit (81) that predicts the pitch angle of the vehicle based on the acquired torque information,
A position correction unit (99) that corrects the superimposed position of the virtual image based on the prediction of the pitch angle prediction unit, and
A steering angle information acquisition unit (75) that acquires information on the steering angle of the vehicle, and
Equipped with a,
The pitch angle prediction unit is a display control device that predicts the pitch angle based on the steering angle in addition to the torque information. The display control device according to claim 1 , wherein the pitch angle prediction unit does not use the steering angle for predicting the pitch angle when the steering angle exceeds the steering threshold value. It has a shift determination unit (81a) for determining whether or not the vehicle has shifted.
The display control device according to claim 1 or 2 , wherein the pitch angle prediction unit further predicts the pitch angle based on a change in the pitch angle due to a shift. A display control device used in a vehicle that controls the display of a virtual image (Vi) superimposed on a superimposed object in the foreground of an occupant.
A torque information acquisition unit (71) that acquires torque information that is a value of torque that gives acceleration to the vehicle or a value that is related to the torque.
A pitch angle prediction unit (81) that predicts the pitch angle of the vehicle based on the acquired torque information,
A position correction unit (99) that corrects the superimposed position of the virtual image based on the prediction of the pitch angle prediction unit, and
A shift determination unit (81a) for determining whether or not the vehicle has shifted, and a shift determination unit (81a).
Equipped with a,
The pitch angle prediction unit is a display control device that predicts the pitch angle based on a change in the pitch angle due to a shift. The torque information acquisition unit
The display control device according to any one of claims 1 to 4, wherein at least the drive torque information output by the drive source of the vehicle and the braking torque information output by the braking device are acquired. It is equipped with a vehicle speed information acquisition unit (76) that acquires information on vehicle speed.
The display control device according to claim 5 , wherein the pitch angle prediction unit does not use the braking torque information for predicting the pitch angle when the vehicle speed is lower than the vehicle speed threshold value. The display control device according to any one of claims 1 to 6 , wherein the torque information acquisition unit acquires a detected value of the axle torque detected by the axle torque sensor (21). A display control program used in a vehicle to control the display of a virtual image (Vi) superimposed on a superimposed object in the foreground of an occupant.
At least one processing unit (61)
Torque information acquisition unit (71), which acquires torque information that is a value of torque that gives acceleration to the vehicle or a value related to the torque.
The pitch angle prediction unit (81), which calculates the predicted value of the pitch angle of the vehicle based on the acquired torque information,
A position correction unit (99) that corrects the superimposed position of the virtual image based on the predicted value.
Steering angle information acquisition unit (75) that acquires information on the steering angle of the vehicle,
To function as,
The pitch angle prediction unit is a display control program that predicts the pitch angle based on the steering angle in addition to the torque information. A display control program used in a vehicle to control the display of a virtual image (Vi) superimposed on a superimposed object in the foreground of an occupant.
At least one processing unit (61)
Torque information acquisition unit (71), which acquires torque information that is a value of torque that gives acceleration to the vehicle or a value related to the torque.
The pitch angle prediction unit (81), which calculates the predicted value of the pitch angle of the vehicle based on the acquired torque information,
A position correction unit (99) that corrects the superimposed position of the virtual image based on the predicted value.
A shift determination unit (81a) for determining whether or not the vehicle has shifted.
To function as,
The pitch angle prediction unit is a display control program that predicts the pitch angle based on a change in the pitch angle due to a shift.

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