JP7111137B2 - Display controller and display control program - Google Patents

Description

The disclosure in this specification relates to technology for controlling display of content by a head-up display.

Patent Literature 1 discloses a vehicle display device that superimposes content on a head-up display. This vehicular display device superimposes a guidance display showing a route from the travel position of the own vehicle to a guidance point in the forward field of view of the driver.

WO2015/118859

BACKGROUND ART In recent years, a lane keeping control function has been put into practical use that controls a vehicle so as to keep the vehicle in a lane. However, in the execution of this lane keeping control function, there are situations in which the driver tends to feel uneasy about whether or not the vehicle will actually be kept within the lane. Japanese Patent Application Laid-Open No. 2002-300001 does not describe a display that reduces the driver's anxiety in such a scene.

An object of the disclosure is to provide a display control device and a display control program capable of reducing driver anxiety.

The multiple aspects disclosed in this specification employ different technical means to achieve their respective objectives. In addition, the symbols in parentheses described in the claims and this section are examples showing the corresponding relationship with the specific means described in the embodiment described later as one aspect, and limit the technical scope. is not.

One of the disclosed display control devices is used in a vehicle including a lane keeping control unit (51, 61) capable of executing lane keeping control for keeping the vehicle (A) running in the lane, and includes a head-up display (20). and a scene determination unit (105) for determining whether or not the scene is a specific scene in which the driver's confidence in the lane keeping control is lowered; In this case, the predicted trajectory content (CTp) indicating the predicted trajectory (PT) by the lane keeping control is displayed superimposed on the road surface, and if it is determined that it is not a specific scene, the predicted trajectory content is hidden. A control unit (109) , wherein the display control unit includes a pair of movement contents (CTbl, CTbr) moving from both outer sides to the center side in the lane width direction in the predicted trajectory contents, and the lane is curved. If so, one of the pair of moving contents superimposed on the outer peripheral side of the curve is moved to the center side relative to the other superimposed on the inner peripheral side of the curve .

One of the disclosed display control programs is used in a vehicle provided with a lane keeping control unit (51, 61) capable of executing lane keeping control for keeping the vehicle (A) running in the lane, and a head-up display (20) A display control program for controlling the display of content by at least one processing unit (11), determining whether or not it is a specific scene in which the driver's confidence in lane keeping control is lowered (S20), and specifying If it is determined to be a scene, the predicted trajectory content (CTp) indicating the predicted trajectory (PT) by lane keeping control is superimposed on the road surface (S40), and if it is determined that it is not a specific scene, Executing processing including hiding the predicted trajectory content (S60) and superimposing and displaying the predicted trajectory content on the road surface is a pair of moving content ( CTbl, CTbr) are included in the predicted trajectory content, and when the lane is curved, one of the pair of movement content superimposed on the outer circumference side of the curve is superimposed on the inner circumference side of the curve, and the other is superimposed on the inner circumference side of the curve. also moving toward the center .

According to these disclosures, predicted trajectory content is displayed when it is determined that the particular scene is one in which the driver's confidence in lane keeping control is reduced. Therefore, the driver who visually recognizes the predicted trajectory content can easily imagine that the vehicle will continue to run in the lane even in the specific scene. As described above, it is possible to provide a display control device and a display control program that can reduce driver anxiety.

One of the disclosed display control devices is used in a vehicle including a lane keeping control unit (51, 61) capable of executing lane keeping control for keeping the vehicle (A) running in the lane, and includes a head-up display (20). A display control device that controls the display of content by a scene determination unit (105) that determines whether or not it is a specific scene in which the driver's reliability for lane keeping control is lowered, and a predicted trajectory by lane keeping control ( PT) is displayed superimposed on the road surface, and the display mode of the predicted trajectory content is changed depending on whether the scene is determined to be a specific scene or not. and a section (109) , wherein the display control section superimposes a pair of boundary contents (CTbl, CTbr) emphasizing a pair of boundaries in the lane as predicted trajectory contents when it is determined that the scene is not a specific scene. When the scene is determined to be the specific scene, the predicted trajectory content is changed to a display mode that emphasizes the center side portion of the lane more than when the scene is determined not to be the specific scene .

One of the disclosed display control programs is used in a vehicle provided with a lane keeping control unit (51, 61) capable of executing lane keeping control for keeping the vehicle (A) running in the lane, and a head-up display (20) A display control program for controlling the display of content by at least one processing unit (11), determining whether or not it is a specific scene in which the driver's reliability for lane keeping control is lowered (S20), The predicted trajectory content (CTp) indicating the predicted trajectory (PT) by the maintenance control is displayed superimposed on the road surface, and the predicted trajectory content is displayed depending on whether the specific scene is determined or not. When it is determined that the display mode of the predicted trajectory content is not a specific scene, the pair of boundaries in the lane is emphasized. A pair of boundary contents (CTbl, CTbr) are superimposed and displayed as predicted trajectory contents, and when it is determined to be a specific scene, the part on the center side of the lane is emphasized more than when it is determined not to be a specific scene. The display aspect to be performed includes changing the predicted trajectory content .

According to these disclosures, the display mode of the predicted trajectory content is changed depending on whether the scene is a specific scene in which the driver's confidence in the lane keeping control is lowered and when the scene is not the specific scene. Therefore, a driver who visually recognizes the predicted trajectory content whose display mode has been changed can associate the lane keeping control with the specific scene being grasped on the vehicle side. Therefore, the driver can more easily imagine that the vehicle will continue to run in the lane even in a specific scene. As described above, it is possible to provide a display control device and a display control program that can reduce driver anxiety.

1 is a diagram showing an overview of an in-vehicle network including HCUs according to the first embodiment of the present disclosure; FIG. It is a figure which shows an example of the head-up display mounted in a vehicle. It is a figure which shows an example of a schematic structure of HCU. FIG. 10 is a diagram showing a visualized example of a display layout simulation performed by a display generation unit; FIG. 10 is a diagram showing an example of LTA display on the HUD; It is a figure which shows an example of the LTA display in a meter display. 4 is a flow chart showing an example of a display control method executed by an HCU; It is a figure which shows an example of the LTA display in 2nd Embodiment. FIG. 12 is a diagram showing an example of LTA display in the third embodiment; FIG. FIG. 11 is a flow chart showing an example of a display control method executed by the HCU in the third embodiment; FIG. It is a figure which shows an example of the LTA display in 4th Embodiment. FIG. 22 is a diagram showing an example of LTA display in the fifth embodiment; FIG. FIG. 22 is a diagram showing an example of LTA display in the sixth embodiment; FIG. FIG. 22 is a diagram showing an example of LTA display in the sixth embodiment; FIG. FIG. 14 is a diagram showing an example of LTA display in the seventh embodiment; FIG. 22 is a diagram showing an example of LTA display in the eighth embodiment; FIG. 22 is a diagram showing an example of LTA display in the ninth embodiment; FIG. 22 is a diagram showing an example of LTA display in the tenth embodiment; It is a figure which shows an example of a schematic structure of HCU in 11th Embodiment. FIG. 22 is a flow chart showing an example of a display control method executed by the HCU in the thirteenth embodiment; FIG.

(First embodiment)
The functions of the display control device according to the first embodiment of the present disclosure are implemented by an HCU (Human Machine Interface Control Unit) 100 shown in FIGS. The HCU 100 configures an HMI (Human Machine Interface) system 10 used in the vehicle A together with a head-up display (hereinafter referred to as "HUD") 20 and the like. The HMI system 10 further includes an operation device 26, a DSM (Driver Status Monitor) 27, and the like. The HMI system 10 has an input interface function for accepting user operations by a driver who is a passenger of vehicle A, and an output interface function for presenting information to the passenger.

The HMI system 10 is communicatively connected to a communication bus 99 of an in-vehicle network installed in the vehicle A. HMI system 10 is one of a plurality of nodes provided in an in-vehicle network. For example, the perimeter monitoring sensor 30, the locator 40, the DCM 49, the driving support ECU 50, the automatic driving ECU 60, and the like are connected as nodes to the communication bus 99 of the in-vehicle network. These nodes connected to communication bus 99 can communicate with each other.

The surroundings monitoring sensor 30 is an autonomous sensor that monitors the surrounding environment of the vehicle A. As shown in FIG. The surroundings monitoring sensor 30 detects moving objects such as pedestrians, cyclists, animals other than humans, and other vehicles from the detection range around the vehicle, as well as objects falling on the road, guardrails, curbs, road signs, lane markings, and the like. Road markings and stationary objects such as roadside structures can be detected. The surroundings monitoring sensor 30 provides detection information of objects detected around the vehicle A to the driving support ECU 50 and the like through the communication bus 99 .

The perimeter monitoring sensor 30 has a front camera 31 and a millimeter wave radar 32 as detection components for object detection. The front camera 31 outputs, as detection information, at least one of imaging data obtained by imaging a range in front of the vehicle A and an analysis result of the imaging data. A plurality of millimeter wave radars 32 are arranged, for example, on the front and rear bumpers of the vehicle A at intervals. The millimeter wave radar 32 radiates millimeter waves or quasi-millimeter waves toward the front range, the front side range, the rear range, the rear side range, and the like of the vehicle A. The millimeter wave radar 32 generates detection information by receiving reflected waves reflected by moving and stationary objects. It should be noted that other sensing arrangements such as lidar, sonar, etc. may be included in the perimeter monitoring sensor 30 .

The locator 40 generates highly accurate position information and the like of the vehicle A by composite positioning that combines a plurality of acquired information. The locator 40 can specify, for example, the lane in which the vehicle A travels among multiple lanes. The locator 40 includes a GNSS (Global Navigation Satellite System) receiver 41 , an inertial sensor 42 , a high-precision map database (hereinafter referred to as “high-precision map DB”) 43 , and a locator ECU 44 .

The GNSS receiver 41 receives positioning signals transmitted from a plurality of artificial satellites (positioning satellites). The GNSS receiver 41 can receive positioning signals from each positioning satellite of at least one satellite positioning system among satellite positioning systems such as GPS, GLONASS, Galileo, IRNSS, QZSS, and Beidou. The inertial sensor 42 has, for example, a gyro sensor and an acceleration sensor.

The high-precision map DB 43 is mainly composed of non-volatile memory, and stores map data (hereinafter referred to as "high-precision map data") with higher precision than that used for normal navigation. The high-precision map data holds detailed information at least in the height (z) direction. High-definition map data includes information that can be used for advanced driving assistance and automated driving, such as three-dimensional road shape information (road structure information), number of lanes, and information indicating the direction of travel allowed for each lane. ing.

The locator ECU 44 is a control unit that mainly includes a microcomputer having a processor, a RAM, a storage unit, an input/output interface, and a bus that connects them. The locator ECU 44 combines the positioning signal received by the GNSS receiver 41, the measurement result of the inertial sensor 42, the vehicle speed information output to the communication bus 99, etc., and sequentially locates the own vehicle position and traveling direction of the vehicle A. The locator ECU 44 provides the position information and direction information of the vehicle A based on the positioning result to the driving support ECU 50, the automatic driving ECU 60, the HCU 100 and the like through the communication bus 99. The locator ECU 44 also provides high-precision map data around the position of the vehicle to the HCU 100, the driving support ECU 50, and the like via the communication bus 99. FIG.

The vehicle speed information is information indicating the current running speed of the vehicle A, and is generated based on detection signals from wheel speed sensors provided at the hub portions of the wheels of the vehicle A. FIG. The node (ECU) that generates the vehicle speed information and outputs it to the communication bus 99 may be changed as appropriate. For example, a brake control ECU that controls the distribution of braking force to each wheel or an in-vehicle ECU such as the HCU 100 is electrically connected to the wheel speed sensor of each wheel, and generates vehicle speed information and outputs it to the communication bus 99. Implement continuously.

A DCM (Data Communication Module) 49 is a communication module mounted on the vehicle A. The DCM 49 transmits and receives radio waves to and from base stations around the vehicle A through wireless communication conforming to communication standards such as LTE (Long Term Evolution) and 5G. By installing the DCM 49, the vehicle A becomes a connected car that can be connected to the Internet. The DCM 49 can acquire the latest high-precision map data from a probe server provided on the cloud. The DCM 49 updates the high-precision map data stored in the high-precision map DB 43 to the latest information in cooperation with the locator ECU 44 .

The driving support ECU 50 and the automatic driving ECU 60 each have a configuration mainly including a computer including a processor, a RAM, a storage unit, an input/output interface, and a bus connecting them. The driving assistance ECU 50 has a driving assistance function that assists the driving operation of the driver. The automatic driving ECU 60 has an automatic driving function capable of acting for the driving operation of the driver. As an example, the driving assistance ECU 50 enables partial automatic driving control (advanced driving assistance) of level 2 or lower in the automatic driving levels defined by the Society of Automotive Engineers of America. On the other hand, the automatic driving ECU 60 enables automatic driving control of level 3 or higher. In other words, the driving support ECU 50 executes automatic driving that requires the driver to monitor the surroundings, and the automatic driving ECU 60 executes automatic driving that does not require the driver to monitor the surroundings.

The driving support ECU 50 and the automatic driving ECU 60 recognize the driving environment around the vehicle A for driving control, which will be described later, based on the detection information acquired from the surroundings monitoring sensor 30 . Each of the ECUs 50 and 60 provides the HCU 100 with the analysis result of the detection information performed for recognizing the driving environment as the analyzed detection information. As an example, each of the ECUs 50 and 60 uses the relative positions of the left and right lane markings LL and LR or the road edge as boundary information regarding the boundary of the lane in which the vehicle A is currently traveling (hereinafter referred to as "own vehicle lane Lns"; see FIG. 5). and shape can be provided to the HCU 100 . The left and right direction is a direction that coincides with the width direction of the vehicle A stationary on the horizontal plane, and is set with the traveling direction of the vehicle A as a reference. In addition, each ECU 50, 60 analyzes information about weather conditions in the travel area and provides the information to HCU 100 as weather information. The weather information includes at least information about whether the weather is rain, snow, fog, or the like, which causes poor visibility. The weather information is analyzed by image processing of an image captured by the front camera 31, for example.

The driving assistance ECU 50 has a plurality of functional units that implement advanced driving assistance by executing programs by the processor. Specifically, the driving assistance ECU 50 has an ACC (Adaptive Cruise Control) control section and a lane keeping control section 51 . The ACC control unit is a functional unit that realizes the ACC function of causing the vehicle A to run at a constant speed at a target vehicle speed or to follow the vehicle A while maintaining the inter-vehicle distance to the preceding vehicle.

The lane keeping control unit 51 is a functional unit that realizes an LTA (Lane Tracing Assist) function that keeps the vehicle A running in the lane. Note that LTA is also called LTC (Lane Trace Control). The LTA function is an example of a lane keeping control function. The lane keeping control unit 51 controls the steering angle of the steered wheels of the vehicle A based on the boundary information extracted from the detection data of the surroundings monitoring sensor 30 . The lane keeping control unit 51 generates a planned travel line having a shape along the current lane Lns so that the vehicle A runs in the center of the current lane Lns. The lane keeping control unit 51 cooperates with the ACC control unit to perform operation control (hereinafter referred to as “lane keeping control”) for causing the vehicle A to travel within the own vehicle lane Lns according to the planned travel line.

The automatic driving ECU 60 has a plurality of functional units that realize autonomous driving of the vehicle A by executing a program by a processor. The automatic driving ECU 60 generates a planned driving line based on the high-precision map data and the own vehicle position information acquired from the locator 40 and the extracted boundary information. The automatic driving ECU 60 executes acceleration/deceleration control, steering control, etc. so that the vehicle A travels along the planned travel line.

In the above-described automatic driving ECU 60, the lane keeping control that is substantially the same as the lane keeping control unit 51 of the driving support ECU 50, that is, the function unit that causes the vehicle A to travel within the lane Lns of the own vehicle is conveniently controlled to perform the lane keeping control. Let it be part 61 . A user can exclusively use one of the lane keeping controllers 51 and 61 .

Note that the lane keeping control units 51 and 61 may generate a planned travel line based on the travel locus of the preceding vehicle when boundary information cannot be obtained. For example, when the peripheral monitoring sensor 30 cannot detect the boundary and the preceding vehicle can be detected during poor visibility due to fog or the like, the lane keeping control units 51 and 61 operate based on the detection information of the preceding vehicle. A planned travel line is generated from the trajectory, and the traveling of the vehicle A is controlled along the planned travel line.

For example, when lane keeping control is activated based on a user operation on the operation device 26, the lane keeping control units 51 and 61 sequentially provide lane keeping control information related to the lane keeping control to the HCU 100 via the communication bus 99. do. The lane keeping control information includes at least status information indicating the operating state of the lane keeping control and line shape information indicating the shape of the planned travel line.

The status information is information indicating whether the lane keeping control function is in an OFF state, a standby state, or an execution state. The standby state is when lane keeping control is activated but motion control is not being performed. On the other hand, the execution state is a state in which the operational control is activated based on the fulfillment of the execution condition. The execution condition is, for example, that the section lines on both sides can be recognized. The line shape information includes at least the three-dimensional coordinates of a plurality of specific points defining the shape of the planned travel line, the length and curvature radius of virtual lines connecting the specific points, and the like.

Note that the line shape information may include a large amount of coordinate information. Each piece of coordinate information is information indicating points arranged on the planned travel line at predetermined intervals. Even with line shape information in such a data format, the HCU 100 can restore the shape of the planned travel line from a large amount of coordinate information.

Next, details of each of the operation device 26, DSM 27, HUD 20 and HCU 100 included in the HMI system 10 will be described in order with reference to FIGS. 1 and 2. FIG.

The operation device 26 is an input unit that receives user operations by a driver or the like. The operation device 26 receives, for example, a user operation for switching between activation and deactivation of the LTA function and the ACC function, setting the following distance, and the like. Specifically, the operation device 26 includes a steering switch provided on the spoke portion of the steering wheel, an operation lever provided on the steering column portion 8, a voice input device for detecting the driver's speech, and the like.

The DSM 27 includes a near-infrared light source, a near-infrared camera, and a control unit for controlling them. The DSM 27 is installed, for example, on the upper surface of the steering column unit 8 or the upper surface of the instrument panel 9, with the near-infrared camera facing the headrest of the driver's seat. The DSM 27 uses a near-infrared camera to photograph the driver's head irradiated with near-infrared light from the near-infrared light source. An image captured by the near-infrared camera is image-analyzed by the control unit. The control unit extracts information such as the position of the eye point EP and the line-of-sight direction from the captured image, and sequentially outputs the extracted state information to the HCU 100 .

The HUD 20 is mounted on the vehicle A as one of a plurality of in-vehicle display devices together with a meter display 23, a center information display, and the like. The HUD 20 is electrically connected to the HCU 100 and sequentially acquires video data generated by the HCU 100 . The HUD 20 presents various information related to the vehicle A, such as route information, sign information, and control information for each in-vehicle function, to the driver using the virtual image Vi based on the video data.

The HUD 20 is housed in a housing space within the instrument panel 9 below the windshield WS. The HUD 20 projects the light imaged as the virtual image Vi toward the projection range PA of the windshield WS. The light projected onto the windshield WS is reflected to the driver's side in the projection area PA and is perceived by the driver. The driver visually recognizes a display in which the virtual image Vi is superimposed on the foreground seen through the projection range PA.

The HUD 20 has a projector 21 and an enlarging optical system 22 . The projector 21 has an LCD (Liquid Crystal Display) panel and a backlight. The projector 21 is fixed to the housing of the HUD 20 with the display surface of the LCD panel facing the magnifying optical system 22 . The projector 21 displays each frame image of the video data on the display surface of the LCD panel, illuminates the display surface with a backlight, and emits light formed as a virtual image Vi toward the magnifying optical system 22. do. The magnifying optical system 22 includes at least one concave mirror formed by vapor-depositing a metal such as aluminum on the surface of a substrate made of synthetic resin, glass, or the like. The enlarging optical system 22 spreads the light emitted from the projector 21 by reflection and projects it onto the upper projection range PA.

The angle of view VA is set in the HUD 20 described above. Assuming that the virtual range in the space where the virtual image Vi can be formed by the HUD 20 is an imaging plane IS, the angle of view VA is defined based on a virtual line connecting the driver's eye point EP and the outer edge of the imaging plane IS. viewing angle. The angle of view VA is an angle range within which the driver can visually recognize the virtual image Vi when viewed from the eye point EP. In the HUD 20, the horizontal angle of view in the horizontal direction is larger than the vertical angle of view in the vertical direction. When viewed from the eye point EP, the front range overlapping the imaging plane IS is within the angle of view VA.

The HUD 20 displays the superimposed content CTs (see FIGS. 5 and 6) and the non-superimposed content as virtual images Vi. The superimposed content CTs is an AR display object used for augmented reality (hereinafter “AR”) display. The display position of the superimposed content CTs is associated with a specific superimposed object present in the foreground, such as a specific position on the road surface, a forward vehicle, a pedestrian, and a road sign. The superimposed content CTs is superimposed and displayed on a specific superimposition target in the foreground, and can be visually moved following the superimposition target so as to be relatively fixed to the superimposition target. That is, the relative positional relationship between the eyepoint EP of the driver, the superimposed object in the foreground, and the superimposed content CTs is continuously maintained. Therefore, the shape of the superimposed content CTs may be continuously updated at predetermined intervals in accordance with the relative position and shape of the superimposition target. The superimposed content CTs is displayed in a more horizontal orientation than the non-superimposed content, and has a display shape extending in the depth direction (traveling direction) viewed from the driver, for example.

The non-superimposed content is a non-AR display object other than the superimposed content CTs among the displayed objects superimposed on the foreground. Unlike the superimposed content CTs, the non-superimposed content is superimposed and displayed in the foreground without specifying the superimposition target. The non-superimposed content is displayed at a fixed position within the projection range PA so as to be relatively fixed to the vehicle configuration such as the windshield WS.

The meter display 23 is one of a plurality of in-vehicle displays, and is a so-called combination meter display. The meter display 23 is an image display such as a liquid crystal display and an organic EL display. The meter display 23 is installed in front of the driver's seat on the instrument panel 9, and its display screen faces the headrest portion of the driver's seat. Meter display 23 is electrically connected to HCU 100 and sequentially acquires video data generated by HCU 100 . The meter display 23 displays content corresponding to the acquired video data on the display screen. For example, the meter display 23 displays a status image CTst (described later) indicating status information of the LTA function on the display screen.

The HCU 100 is an electronic control unit that comprehensively controls display by a plurality of in-vehicle display devices including the HUD 20 in the HMI system 10 . The HCU 100 mainly includes a computer including a processing unit 11, a RAM 12, a storage unit 13, an input/output interface 14, and a bus connecting them. The processing unit 11 is hardware for arithmetic processing coupled with the RAM 12 . The processing unit 11 includes at least one arithmetic core such as a CPU (Central Processing Unit). The RAM 12 may be configured to include a video RAM for image generation. The processing unit 11 accesses the RAM 12 to execute various processes for realizing the functions of each functional unit, which will be described later. The storage unit 13 is configured to include a nonvolatile storage medium. The storage unit 13 stores various programs (display control program, etc.) executed by the processing unit 11 .

The HCU 100 shown in FIGS. 1 to 3 has a plurality of functional units for functioning as a control unit that controls content display by the HUD 20 by executing the display control program stored in the storage unit 13 by the processing unit 11. . Specifically, functional units such as a driver information acquisition unit 101, a locator information acquisition unit 102, an external world information acquisition unit 103, a control information acquisition unit 104, a scene determination unit 105, and a display generation unit 109 are constructed in the HCU 100. .

Based on the state information acquired from the DSM 27, the driver information acquiring unit 101 identifies the position of the eye point EP and the line-of-sight direction of the driver sitting in the driver's seat, and acquires them as driver information. The driver information acquisition unit 101 generates three-dimensional coordinates (hereinafter referred to as “eyepoint coordinates”) indicating the position of the eyepoint EP, and sequentially provides the generated eyepoint coordinates to the display generation unit 109 .

The locator information acquisition unit 102 acquires the latest position information and direction information about the vehicle A from the locator ECU 44 as the own vehicle position information. In addition, the locator information acquisition unit 102 acquires high-precision map data around the vehicle position from the locator ECU 44 . Locator information acquisition section 102 sequentially provides the acquired vehicle position information and high-precision map data to scene determination section 105 and display generation section 109 .

The external world information acquisition unit 103 acquires analyzed detection information about the peripheral range of the vehicle A from the driving support ECU 50 or the automatic driving ECU 60 . For example, the external world information acquisition unit 103 acquires, as detection information, boundary information indicating the relative positions of the left and right lane markings LL and LR of the host vehicle lane Lns or the road edges. In addition, the external world information acquisition unit 103 acquires weather information of the driving area as detection information. The external world information acquisition unit 103 sequentially provides the acquired detection information to the scene determination unit 105 and the display generation unit 109 . Note that the external world information acquisition unit 103 may acquire imaging data of the front camera 31 as detection information instead of detection information as an analysis result acquired from the driving support ECU 50 or the automatic driving ECU 60 .

The control information acquisition unit 104 acquires lane keeping control information from each of the lane keeping control units 51 and 61 . The lane keeping control information includes status information of the LTA function, line shape information, and the like. The control information acquisition unit 104 sequentially provides the acquired lane keeping control information to the display generation unit 109 .

Scene determination unit 105 determines whether or not the current driving scene is a specific scene based on the information acquired from locator information acquisition unit 102 and external world information acquisition unit 103 . A specific scene is a scene in which the driver's confidence in lane keeping control decreases.

Specifically, the specific scene is a scene that can cause the driver to feel uneasy that the vehicle A will deviate from the vehicle lane Lns. The specific scene includes a scene with a relatively high difficulty of traveling along the own vehicle lane Lns. For example, a curve driving scene in which the vehicle travels on a curved road is a scene that may cause the driver to feel uneasy about deviating from the curved road without being able to turn completely, and is included in the specific scene. In addition, the specific scene includes a scene that may cause suspicion that lane keeping control units 51 and 61 do not correctly recognize own vehicle lane Lns. For example, poor visibility scenes such as bad weather such as rain, fog, and snow, and nighttime conditions make the lane markings LL and LR as boundaries of the vehicle lane Lns difficult to see, causing the above-mentioned suspicion. It is a scene to obtain and is included in a specific scene. Further, the specific scene includes a scene in which there is a relatively large concern when the vehicle A deviates from the vehicle lane Lns. For example, the specific scene includes a cliff driving scene of driving on a road on a cliff.

The scene determination unit 105 determines whether or not the vehicle is in a curve driving scene based on the high-precision map data. Specifically, the scene determination unit 105 determines that the scene is a curved road when it can be determined that the vehicle A is traveling on a curved road based on the curvature of the road. The scene determination unit 105 determines whether or not the scene is a scene with poor visibility based on the detection information. Specifically, the scene determination unit 105 determines that the scene is a low-visibility scene when the analysis result of the image captured by the front camera 31 determines that the weather is bad. Further, the scene determination unit 105 determines that the scene is a poor visibility scene when the current time is nighttime based on the clock function of the HCU 100 or the like. In addition, the scene determination unit 105 may determine that the scene is a low visibility scene when it is determined that the scene is backlit based on the current time, the traveling direction of the vehicle A, and the like. Also, the scene determination unit 105 determines whether or not the scene is a cliff driving scene based on the high-precision map data. Specifically, the scene determination unit 105 determines that the scene is a cliff driving scene when the topography of the shoulder of the road is classified as a cliff.

The scene determination unit 105 determines whether or not the current driving scene corresponds to any one of the plurality of specific scenes described above. Alternatively, the scene determination unit 105 may determine only one specific scene. The scene determination unit 105 sequentially provides determination results to the display generation unit 109 .

The display generation unit 109 has a virtual layout function for simulating the display layout of the superimposed content CTs (see FIGS. 4 and 5) based on the acquired various information, and a content selection function for selecting content to be used for information presentation. ing. In addition, the display generation unit 109 has a generation function of generating video data to be sequentially output to the HUD 20 based on information provided by the virtual layout function and the content selection function. The display generator 109 is an example of a display controller.

By executing the virtual layout function, the display generation unit 109 reproduces the current driving environment of the vehicle A in the virtual space based on the vehicle position information, the high-precision map data, the detection information, and the like. Specifically, as shown in FIG. 5, the display generator 109 sets the own vehicle object AO at the reference position in the virtual three-dimensional space. The display generation unit 109 maps the road model having the shape indicated by the map data in the three-dimensional space in association with the vehicle object AO based on the vehicle position information. Based on the boundary information, the display generation unit 109 sets, on the virtual road surface, a virtual left-side marking line VLL and a virtual right-side marking line VLR corresponding to the left-side marking line LL and the right-side marking line LR, respectively. The display generation unit 109 sets the planned travel line generated by the lane keeping control units 51 and 61 as the predicted trajectory PT on the virtual road surface.

The display generation unit 109 sets the virtual camera position CP and the superimposition range SA in association with the host vehicle object AO. The virtual camera position CP is a virtual position corresponding to the eyepoint EP of the driver. The display generation unit 109 sequentially corrects the virtual camera position CP with respect to the own vehicle object AO based on the latest eyepoint coordinates acquired by the driver information acquisition unit 101 . The superimposition range SA is a range in which the virtual image Vi can be superimposed and displayed. Based on the virtual camera position CP and outer edge position (coordinate) information of the projection range PA stored in advance in the storage unit 13 (see FIG. 1) or the like, the display generation unit 109 generates a , the front range inside the imaging plane IS is set as the superimposition range SA. The superimposed range SA corresponds to the angle of view VA of the HUD 20 .

The display generation unit 109 arranges the virtual object VO in the virtual space. The virtual object VO is arranged along the predicted trajectory PT on the road surface of the road model in the three-dimensional space. The virtual object VO is set in the virtual space when starting content CTi and predicted trajectory content CTp, which will be described later, are displayed as virtual images. The virtual object VO defines the position and shape of the starting content CTi and the expected trajectory content CTp. That is, the shape of the virtual object VO viewed from the virtual camera position CP becomes the virtual image shape of the start content CTi and the predicted trajectory content CTp viewed from the eye point EP.

Specifically, the virtual objects VO include a left virtual object VOl and a right virtual object VOr. The left virtual object VOl is arranged inside the virtual left partition line VLL along the virtual left partition line VLL. Contrary to the left virtual object VOl, the right virtual object VOr is arranged inside the virtual right partition line VLR along the virtual right partition line VLR. The left virtual object VOl and the right virtual object VOr are, for example, thin belt-shaped objects extending two-dimensionally along the virtual partition lines VLL and VLR, respectively.

Each of the virtual objects VOl and VOr is placed in a stationary state at a predetermined position inside each of the virtual division lines VLL and VLR when the start content CTi is displayed. On the other hand, when the predicted trajectory content CTp is displayed, each of the virtual objects VOl and VOr repeats movement from the initial position to the center side of the vehicle lane Lns from the initial position, which is the arrangement position at the time of displaying the start content CTi. set as an object.

By executing the content selection function, the display generation unit 109 selectively uses multiple types of superimposed content CTs and non-superimposed content depending on the scene, and presents information to the driver. For example, when the control information acquisition unit 104 acquires the execution information of the LTA function and the scene determination unit 105 determines that the scene is a specific scene, the display generation unit 109 displays the predicted trajectory content CTp. Let On the other hand, even if the execution information of the LTA function is acquired, the display generation unit 109 hides the predicted trajectory content CTp when it is determined that the scene is not the specific scene.

The display generation unit 109 can execute LTA display for displaying content related to the LTA function by the video data generation function. Details of the LTA display are described below with reference to FIG. Note that FIG. 5 shows an example of LTA display in a curve driving scene.

When the scene determination unit 105 determines that the scene is not the specific scene, the display generation unit 109 does not perform the LTA display (see A in FIG. 5). The display generation unit 109 presents the predicted trajectory PT of the vehicle A by the LTA function when the specific scene is determined. Specifically, the display generation unit 109 first displays the start content CTi (see B in FIG. 5).

The start content CTi is content indicating the start of display of predicted trajectory content CTp, which will be described later. The start content CTi is, for example, a stationary predicted trajectory content CTp. More specifically, the start content CTi is superimposed content CTs whose superimposition target is the road surface of the road. The starting content CTi is drawn in a shape along the predicted trajectory PT.

The start content CTi includes a left start content CTil and a right start content CTir. The left starting content CTil and the right starting content CTir are a pair of contents respectively corresponding to the lane markings LL and LR which are a pair of boundaries in the own vehicle lane Lns. Each of the starting contents CTil and CTir is, for example, a thin strip of road paint that extends continuously in the direction in which the vehicle A travels. The left-side start content CTil has a shape along the left-side dividing line LL, and the superimposed position is the inside of the left-side dividing line LL. The right side start content CTir has a shape along the right side dividing line LR, and the superimposed position is the inside of the right side dividing line LR. Each of the start contents CTil and CTir is continuously displayed in a stationary state at the superimposed position described above.

The start content CTi is displayed for a predetermined period from the start of the specific scene. For example, when the specific scene is a curve driving scene, the superimposed range SA is displayed continuously for a predetermined period after reaching the start position of the curve road.

When the display period of the start content CTi ends, the display generation unit 109 starts displaying the predicted trajectory content CTp. The predicted trajectory content CTp is content indicating the predicted trajectory PT of the vehicle A by the LTA function. The predicted trajectory content CTp includes a left boundary line CTbl and a right boundary line CTbr. The left boundary line CTbl and right boundary line CTbr have the same display shape as the left start content CTil and right start content CTir, respectively.

The left boundary line CTbl and the right boundary line CTbr are displayed in a manner that they move by animation. Each of the boundary lines CTbl and CTbr is drawn so as to move from both outer sides toward the center in the lane width direction. Here, the both outer sides are the sides where the lane markings LL and LR are located with respect to the center of the vehicle lane Lns, and the center side is where the center of the vehicle lane Lns is located with respect to the lane markings LL and LR. on the side. That is, the left boundary line CTbl moves from the left lane marking LL toward the center of the lane Lns, and the right boundary line CTbr moves from the right lane marking LR toward the center of the lane Lns. do.

The left boundary line CTbl and the right boundary line CTbr are configured to continuously move in the lane width direction from the initial position toward the center of the vehicle lane Lns. In other words, the boundary lines CTbl and CTbr move continuously so that the width between the boundary lines CTbl and CTbr narrows. The initial position is the superimposed position of the start content CTi, and the start content CTi is rendered as if it has started to move from the superimposed position. Each of the boundary lines CTbl and CTbr moves from its initial position by about the same amount of movement and reaches its movement end position. Each of the boundary lines CTbl and CTbr starts moving from the initial position at substantially the same timing. Each boundary line CTbl, CTbr completes the movement from the initial position to the movement end position in substantially the same period. Each boundary line CTbl, CTbr is an example of moving content.

Each boundary line CTbl, CTbr is displayed so as to repeat the movement described above. Specifically, each of the boundary lines CTbl and CTbr disappears and reappears at the initial position when moved by a predetermined movement amount from the initial position. Each reappearing boundary line CTbl, CTbr again performs the movement described above. Each of the boundary lines CTbl and CTbr continuously repeats movement until the specific scene ends. When the specific scene ends, the boundary lines CTbl and CTbr are hidden.

In addition, the display generation unit 109 displays a status image CTst as execution content indicating execution of the LTA function in a predetermined display area within the meter display 23 (see FIG. 6). The status image CTst has, for example, a shape that imitates the marking lines LL and LR of the own vehicle lane Lns. Specifically, the status image CTst is displayed as a pair of thin strips. The status image CTst is fixedly displayed at a predetermined display position. For example, the status image CTst is displayed on both sides of a vehicle icon ICv in the shape of a vehicle A.

The status image CTst is hidden when the LTA function is off (see A in FIG. 6). The status image CTst is displayed when the LTA function is on. The status image CTst is displayed differently depending on whether it is determined that the scene is not the specific scene or when the scene is determined to be the specific scene. Specifically, when the status image CTst is determined not to be the specific scene, it is displayed with continuous brightness (see B in FIG. 6). On the other hand, the status image CTst blinks when the specific scene is determined (see C in FIG. 6). Due to the blinking display, the status image CTst under the specific scene has a display mode different from the predicted trajectory content CTp under the specific scene, which is a moving display mode. In addition, in the blinking display, the status image CTst may have its brightness changed discretely between the lighting state and the non-lighting state, or may be changed continuously.

Next, the details of the display control method for each content executed by the HCU 100 based on the display control program will be described based on the flowchart shown in FIG. 7 and with reference to FIGS. 3 to 6. FIG. The process shown in FIG. 7 is started by the HCU 100 that has completed the start-up process and the like, for example, by switching the vehicle power supply to the ON state. In the flow described later, "S" means multiple steps of the flow executed by multiple instructions included in the display control program.

First, in S<b>10 , the display generation unit 109 determines whether or not the LTA function is on based on the control information acquired by the control information acquisition unit 104 . If it is determined that the LTA function is off, it waits until it is turned on. If it is determined that the LTA function is ON, the process proceeds to S20, and the scene determination unit 105 determines whether or not the current driving scene is a specific scene.

If it is determined to be the specific scene, the process proceeds to S30, and the display generation unit 109 displays the start content CTi. After that, the process proceeds to S40 to display the predicted trajectory content CTp, and proceeds to S50. In S50, the scene determination unit 105 determines whether or not the specific scene has ended. If the specific scene has not ended, the process returns to S40 to continue displaying the predicted trajectory content CTp. On the other hand, if it is determined that the specific scene has ended, the process proceeds to S60, ends the display of the predicted trajectory content CTp, and proceeds to S70.

On the other hand, if it is determined in S20 that the scene is not the specific scene, the process proceeds to S70 without displaying the content described above. In S70, it is determined whether or not the LTA function has been turned off based on the control information. If it is determined that the LTA function is not off, the process returns to S20. On the other hand, if it is determined that the LTA function is off, the series of processing ends.

Next, functions and effects provided by the HCU 100 of the first embodiment will be described.

In the first embodiment, the predicted trajectory content CTp is superimposed and displayed on the road surface when the scene is a specific scene in which the driver's confidence in the lane keeping control is lowered, and when the scene is not the specific scene, the predicted trajectory content CTp is displayed as a non-specific scene. displayed. According to this, the predicted trajectory content CTp is displayed in the specific scene. Therefore, the driver who visually recognizes the predicted trajectory content CTp easily imagines that the vehicle is maintained in the lane even in the specific scene. As described above, the anxiety of the driver can be reduced.

In addition, start content CTi indicating the start of display of predicted trajectory content CTp is displayed before display of predicted trajectory content CTp. According to this, the display start of the predicted trajectory content CTp is presented to the driver by the start content CTi. Therefore, it becomes easier for the driver to understand that the predicted trajectory content CTp is displayed. Therefore, it is possible to provide a display that is easy for the driver to understand.

Further, a pair of boundary lines CTbl and CTbr moving from both outer sides toward the center in the lane width direction are displayed as predicted trajectory content CTp. According to this, the predicted trajectory content CTp moves from both outer sides of the host vehicle lane Lns to the center side. Therefore, the display generation unit 109 can make the driver imagine that the vehicle A is running in the center of the own vehicle lane Lns. Therefore, the display generation unit 109 can further reduce the driver's anxiety about in-lane running due to the LTA function.

In addition, since the boundary lines CTbl and CTbr are repeatedly moved and displayed, the above-mentioned image can be strongly reminded of the driver. Therefore, the display generation unit 109 can further reduce the anxiety of the driver.

(Second embodiment)
A modification of the HCU 100 in the first embodiment will be described in the second embodiment. In FIG. 8, the components denoted by the same reference numerals as those in the drawing of the first embodiment are the same components and have the same effects.

The second embodiment differs from the first embodiment in the mode of movement of the predicted trajectory content CTp. In the curve driving scene, the display generation unit 109 of the second embodiment moves the boundary line superimposed on the outer circumference side of the curve among the boundary lines CTbl and CTbr to the center side more than the boundary line superimposed on the inner circumference side. Let Here, the outer peripheral side is the side farther from the center of curvature of the curved road among the pair of boundary lines CTbl and CTbr, and the inner peripheral side is the side closer to the center of curvature. Specifically, in a scene in which the vehicle travels on a right curve as shown in FIG. 8, the moving end position of the left boundary line CTbl is set closer to the center of the vehicle lane Lns than the moving end position of the right boundary line CTbr. . As a result, the left boundary line CTbl is displayed so as to move closer to the center than the right boundary line CTbr.

According to the above, the boundary line superimposed on the outer circumference side of the curve is displayed so as to move toward the center side of the boundary line superimposed on the inner circumference side of the curve. It becomes difficult to be Thereby, the HCU 100 can further reduce the anxiety of the driver.

(Third Embodiment)
3rd Embodiment demonstrates the modification of HCU100 in 1st Embodiment. In FIGS. 9 and 10, the components denoted by the same reference numerals as in the drawings of the first embodiment are the same components and have the same effects.

In the third embodiment, the display generation unit 109 displays the predicted trajectory content CTp regardless of the determination result of the scene determination unit 105 when the LTA function is on. Then, the display generation unit 109 changes the display mode of the predicted trajectory content CTp depending on whether it is determined that the scene is not the specific scene or when it is determined that the scene is the specific scene.

More specifically, when the display generation unit 109 determines that the scene is not the specific scene, as shown in A of FIG. , is displayed as predicted trajectory content CTp (normal display). Note that the pair of boundary lines in the third embodiment emphasizes the left and right lane markings LL and LR of the vehicle lane Lns. It may be emphasized as a boundary of Lns. A pair of boundary lines CTbl and CTbr, including a left boundary line CTbl and a right boundary line CTbr, is an example of boundary content. The left boundary line CTbl and the right boundary line CTbr in the third embodiment are displayed so as to remain at the superimposed position, with the inner sides of the corresponding division lines LL and LR as superimposed positions. Each boundary line CTbl, CTbr is displayed, for example, as a thin strip of road paint that extends continuously along the division lines LL, LR.

Then, when it is determined that the scene is the specific scene, the display generation unit 109 changes the boundary line to a display mode that emphasizes the central portion in the lane width direction more than when it is determined that the scene is not the specific scene. (special display). Specifically, the display generation unit 109 changes the superimposed positions of the boundary lines CTbl and CTbr to the center side of the vehicle lane Lns (see B in FIG. 9). As a result, the boundary lines CTbl and CTbr in the specific scene are closer to the center of the vehicle lane Lns than in the non-specific scene. The magnitude of the movement width from the superimposed position in the non-specific scene is approximately the same for each of the boundary lines CTbl and CTbr.

In addition, the display generation unit 109 presents changes in the superimposed positions of the boundary lines CTbl and CTbr by animation display. That is, when the specific scene is determined, the pair of boundary lines CTbl and CTbr are displayed so as to continuously move toward the superimposition position in the specific scene (see A in FIG. 9). The movement start and movement end timings of the boundary lines CTbl and CTbr are substantially the same. Note that when the specific scene ends, the boundary lines CTbl and CTbr return to the superimposed positions in the non-specific scene by animation display that moves in the direction opposite to the above-described animation display (see C in FIG. 9).

Next, the details of the display control method for each content executed by the HCU 100 based on the display control program will be described below based on the flowchart shown in FIG. 10 and with reference to FIG. Steps denoted by the same reference numerals as those in the flowchart of FIG. 7 are the same processing as in FIG.

If it is determined in S10 that the LTA function is on, the process proceeds to S15. In S15, the predicted trajectory content CTp is displayed in the normal display mode, and the process proceeds to S20. When it is determined in S20 that the scene is the specific scene, the process proceeds to S45 to display the predicted trajectory content CTp in a special display mode.

After execution of the special display, if it is determined in S50 that the specific scene has ended, the process advances to S65, ends the special display, and returns the display mode to the normal display. If it is determined in S70 that the LTA function is turned off, the normal display is ended in S85, the predicted trajectory content CTp is not displayed, and a series of processing ends.

As described above, in the second embodiment, the display mode of the predicted trajectory content CTp is changed depending on whether the specific scene is determined or not. Therefore, the driver who visually recognizes the predicted trajectory content CTp can associate the lane keeping control with the specific scene being grasped on the vehicle side. Therefore, the driver can more easily imagine that the vehicle will continue to run in the lane even in a specific scene. As described above, the HCU 100 can reduce driver anxiety.

Further, when it is determined that the scene is a specific scene, the predicted trajectory content CTp is changed to a display mode that emphasizes the center side portion of the own vehicle lane Lns. According to this, in the specific scene, the center side of the vehicle lane Lns is emphasized, so that the driver can imagine that the vehicle A runs in the center of the vehicle lane Lns. Therefore, it is possible to give the driver a better impression that the vehicle is maintained in the lane even in a specific scene.

In addition, when the scene is determined to be the specific scene, the pair of boundary lines CTbl and CTbr are displayed closer to the center than when the scene is determined not to be the specific scene. Therefore, it is possible to prevent the inside of the angle of view VA from becoming more complicated than when additionally displaying content.

(Fourth embodiment)
4th Embodiment demonstrates the modification of HCU100 in 3rd Embodiment. In FIG. 11, the components denoted by the same reference numerals as in the drawings of the first embodiment are the same components and have the same effects.

In the curve driving scene, the display generation unit 109 of the fourth embodiment displays the content superimposed on the outer circumference side of the curve between the boundary lines CTbl and CTbr closer to the center than the content superimposed on the inner circumference side. For example, in the case of a right curve as shown in FIG. 11, the left boundary line CTbl is displayed closer to the center than the right boundary line CTbr, and the separation distance from the division line is large.

According to the above, since the locus content superimposed on the outer circumference side of the curve is displayed closer to the center than the locus content superimposed on the inner circumference side, the image of deviating from the curved road is less likely to be induced. Thereby, the HCU 100 can further reduce the anxiety of the driver.

(Fifth embodiment)
A modification of the HCU 100 in the third embodiment will be described in the fifth embodiment. In FIGS. 11 and 12, the components denoted by the same reference numerals as in the drawings of the first embodiment are the same components and have the same effects.

In the fifth embodiment, when the scene is determined to be a specific scene, the display generation unit 109 displays the additional contents CTal and CTar in the central portion of the pair of boundary lines CTbl and CTbr. The additional contents CTal and CTar are predicted trajectory contents CTp displayed in addition to the pair of boundary lines CTbl and CTbr. The additional contents CTal and CTar are, for example, like a pair of boundary lines CTbl and CTbr, and are in the form of thin strips extending continuously along the predicted trajectory PT. The additional contents CTal and CTar are displayed, for example, in a display color different from that of the pair of boundary lines CTbl and CTbr. The additional contents CTal and CTar include a left additional content CTal displayed relatively to the left and a right additional content CTar displayed relatively to the right. The additional contents CTal and CTar are displayed on the center side of the pair of boundary lines CTbl and CTbr, thereby emphasizing the center side portion of the vehicle lane Lns to the driver.

According to the above, even in the specific scene, the additional contents CTal and CTar are additionally displayed while the display of the pair of boundary lines CTbl and CTbr is maintained. Therefore, it is easy for the driver to understand that the content related to the LTA display is continuously displayed even in the specific scene. This enables more understandable display.

(Sixth embodiment)
A modification of the HCU 100 in the third embodiment will be described in the sixth embodiment. In FIGS. 11 and 12, the components denoted by the same reference numerals as in the drawings of the first embodiment are the same components and have the same effects.

In the sixth embodiment, when it is determined that the scene is not the specific scene, the display generation unit 109 displays the center line CTc as the predicted trajectory content CTp (see FIG. 13). The center line CTc is content superimposed on the center of the own vehicle lane Lns. The center line CTc is, for example, a single thin band extending along the predicted trajectory PT. The central line CTc is an example of central content.

When it is determined that the scene is the specific scene, the display generation unit 109 changes the display mode of the center line CTc to a display mode that emphasizes the boundary of the own vehicle lane Lns. Specifically, when the specific scene is determined, the center line CTc is changed to a pair of boundary lines CTbl and CTbr (see FIG. 14). The boundary lines are overlapped on both sides of the center line CTc.

The display generation unit 109 continuously transforms the center line CTc into a pair of boundary lines CTbl and CTbr by animation in which one center line CTc branches into two boundary lines CTbl and CTbr (see FIG. 14). A). Further, when the specific scene ends, the display generation unit 109 merges the pair of boundary lines CTbl and CTbr into the center line CTc by an animation in which the two boundary lines CTbl and CTbr are combined into one center line CTc. Deform continuously (see C in FIG. 14).

According to the above, the predicted trajectory content CTp is displayed as the center line CTc when it is determined not to be a specific scene, and when it is determined to be a specific scene, the pair of demarcation lines LL and LR is emphasized. The display mode is changed. Therefore, the driver can remember to drive while maintaining the inside of the lane markings LL and LR in a specific scene.

(Seventh embodiment)
7th Embodiment demonstrates the modification of HCU100 in 6th Embodiment. In FIG. 15, the components denoted by the same reference numerals as in the drawing of the first embodiment are the same components and have the same effects.

When the scene is determined to be a specific scene, the display generation unit 109 continuously transforms the center line CTc into a pair of boundary lines CTbl and CTbr by an animation that divides the center line CTc into left and right. Specifically, the center line CTc divides the entire content into left and right halves, and changes into a pair of boundary lines CTbl and CTbr by an animation in which each of the halves moves horizontally in parallel. Also, when the specific scene ends, the pair of boundary lines CTbl and CTbr return to the center line CTc by an animation that moves in the direction opposite to that described above.

(Eighth embodiment)
8th Embodiment demonstrates the modification of HCU100 in 6th Embodiment. In FIG. 16, the components denoted by the same reference numerals as in the drawing of the first embodiment are the same components and have the same effects.

When the specific scene is determined, the display generation unit 109 displays a pair of boundary lines CTbl and CTbr in addition to the center line CTc. As a result, the content that emphasizes the boundary is added, so that the predicted trajectory content CTp has a display mode that emphasizes the boundary of the own vehicle lane Lns as a whole, compared to when it is determined that the scene is not the specific scene.

According to the above, even in a specific scene, the boundary lines CTbl and CTbr are additionally displayed while the display of the central line CTc is maintained. Therefore, it is easy for the driver to understand that the content related to the LTA display is continuously displayed even in the specific scene. This enables more understandable display.

(Ninth embodiment)
A modification of the HCU 100 in the sixth embodiment will be described in the ninth embodiment. In FIG. 17, the components denoted by the same reference numerals as in the drawings of the first embodiment are the same components and have the same effects.

The display generation unit 109 expands the width of the center line CTc when the specific scene is determined. The edge of the center line CTc in the width direction approaches the boundary of the own vehicle lane Lns due to the widening, thereby emphasizing the boundary more than in a non-specific scene.

(Tenth embodiment)
In the tenth embodiment, a modified example of the HCU 100 in the first embodiment will be described. In FIG. 18, the components denoted by the same reference numerals as in the drawings of the first embodiment are the same components and have the same effects.

The display generation unit 109 displays the wall content CTw when the specific scene is the curve driving scene. The wall content CTw is superimposed content CTs that is superimposed near the division line on the outer peripheral side of the curve. The wall content CTw has the shape of a wall erected so as to separate the vehicle lane Lns from the lane outside area. The wall content CTw is displayed so as to stand on the outer peripheral side of the predicted trajectory content CTp. For example, the wall content CTw is in the form of a wall that rises upward from the division line. Alternatively, the wall content CTw may be in the form of a wall that rises from the road surface inside or outside the compartment line. The wall content CTw has a shape extending along the vehicle lane Lns. The wall content CTw is displayed so as to extend from the start point to the end point of the curve.

According to the above, in the curve driving scene, the wall content CTw is superimposed and displayed on the outer circumference side of the curve. Therefore, it is easier for the driver to imagine that the vehicle A does not deviate to the outer circumference of the curve. Therefore, the display generation unit 109 can further reduce the anxiety of the driver.

Note that the display generation unit 109 may display the wall content CTw described above in the cliff running scene. In this case, the wall content CTw is superimposed and displayed near the division line on the side where the cliff is located.

(Eleventh embodiment)
In the eleventh embodiment, a modification of the HCU 100 in the first embodiment will be described with reference to FIG. The HCU 100 of the eleventh embodiment acquires the driver's confidence in lane keeping control as an actually measured value. The HCU 100 controls display of the predicted trajectory content CTp based on the reliability.

Reliability is measured by the DSM 27, for example. Specifically, the DSM 27 measures the driver's stress as a confidence factor. In this case, the higher the stress, the lower the reliability. The DSM 27 may detect eye movements such as saccades, pupil opening, etc. by analyzing captured images, and based on these, the control unit may calculate a stress evaluation value for evaluating stress. The DSM 27 may also use detection information from a biosensor (not shown) to calculate stress. The detected information includes, for example, heart rate, perspiration amount, body temperature, and the like. The DSM 27 sequentially provides the measured stress evaluation values to the HCU 100 .

In the eleventh embodiment, the driver information acquisition unit 101 of the HCU 100 acquires stress evaluation values from the DSM 27 and provides them to the scene determination unit 105 .

The scene determination unit 105 determines whether or not the current driving scene is a specific scene based on the stress evaluation value. That is, the scene determination unit 105 determines that the current driving scene is the specific scene when the stress evaluation value is within the allowable range. Then, when the stress evaluation value is outside the allowable range, the scene determination unit 105 determines that the current driving scene is not the specific scene. The above processing is executed at S20 in the flowchart of FIG.

The scene determination unit 105 determines a permissible range for determining a specific scene through learning. Specifically, the scene determination unit 105 acquires information about the detection timing of gripping the steering wheel or the steering operation during execution of the LTA, or the timing of interrupting the LTA due to the brake operation. Also, the scene determination unit 105 acquires the stress evaluation value at the timing. The scene determination unit 105 may learn the permissible range corresponding to the specific scene based on these pieces of information. Note that the scene determination unit 105 may use a preset range instead of determining the allowable range through learning.

In addition, the scene determination unit 105 may use information other than the actually measured reliability to determine the specific scene. For example, the scene determination unit 105 determines whether the current driving scene corresponds to any one of the curve driving scene, the poor visibility scene, and the cliff driving scene shown in the first embodiment, and the actual measurement result. Whether or not it is a specific scene may be determined by combining with the reliability obtained. Specifically, when the current driving scene corresponds to one of the above-described scenes and the reliability is within the range corresponding to the specific scene, the scene determination unit 105 determines that the current driving scene is specified. It may be determined that it is a scene.

(12th embodiment)
A modification of the HCU 100 in the first embodiment will be described in the twelfth embodiment. In the twelfth embodiment, the display generator 109 of the HCU 100 displays the predicted trajectory content CTp in a more emphasized display mode as the driver's confidence in the lane keeping control is estimated to be lower in a specific scene.

For example, the display generation unit 109 estimates that in a curve driving scene, the greater the curvature of the lane on which the vehicle is traveling, the lower the reliability. Alternatively, the display generation unit 109 estimates that, in a curve driving scene, the more curves are continuous, the lower the reliability. Furthermore, the display generation unit 109 estimates that the smaller the width of the road on which the vehicle travels, the lower the reliability. The display generation unit 109 may perform the above reliability estimation based on the high-precision map data.

Furthermore, the display generation unit 109 estimates that the lower the visibility of the marking line due to blurring or the like, the lower the reliability. The display generation unit 109 may estimate the visibility of the lane marking based on the lane marking detection information acquired by the external world information acquisition unit 103 .

The display generation unit 109, for example, increases the repetition speed of movement of each of the boundary lines CTbl and CTbr, thereby emphasizing the predicted trajectory content CTp. Alternatively, the display generation unit 109 may increase the amount of inward movement of each of the boundary lines CTbl and CTbr, thereby emphasizing the predicted trajectory content CTp. Further, the display generation unit 109 may increase the brightness or the display size of each of the boundary lines CTbl and CTbr to provide an emphasized display mode. Further, the display generation unit 109 may change the display color of each of the boundary lines CTbl and CTbr to provide an emphasized display mode. The display generation unit 109 executes the above processing in S40 of the flowchart of FIG.

Note that the display generation unit 109 may display the predicted trajectory content CTp more emphasized as the actually measured reliability is lower. As for the actual reliability measurement, the description of the eleventh embodiment is used.

According to the twelfth embodiment described above, when the current driving scene is determined to be the specific scene, the lower the estimated reliability, the more emphasized the predicted trajectory content CTp is displayed. . Therefore, in a situation where the driver may feel more uneasy about the lane keeping control, the predicted trajectory content CTp makes it easier for the driver to more reliably recall an image of keeping the vehicle in the lane. Therefore, driver anxiety can be further reduced.

Further, according to the twelfth embodiment, when the current driving scene is determined to be a specific scene and the lane in which the vehicle is traveling is curved (in the case of a curved driving scene), the curvature of the lane in which the vehicle is traveling is large. The more the predicted trajectory content CTp is emphasized. As the curvature of the lane increases, a relatively large acceleration can act on the vehicle, so the driver is more likely to feel uneasy about the lane keeping control. Therefore, the greater the curvature of the lane, the more the predicted trajectory content CTp is emphasized, and the predicted trajectory content CTp makes it easier for the driver to more reliably recall the image of maintaining in-lane travel. As described above, the anxiety of the driver can be further reduced in the curve driving scene.

(13th embodiment)
The thirteenth embodiment describes a modification of the HCU 100 in the first embodiment.

In the thirteenth embodiment, the driver information acquisition unit 101 acquires whether or not the steering wheel is being gripped (hereinafter referred to as gripping information) in addition to the position of the driver's eye point EP and the line-of-sight direction. The gripping information may be identified by, for example, image analysis by the DSM 27, or may be identified by a gripping sensor or steering sensor (not shown). In the following description, the state in which the driver is gripping the steering wheel may be referred to as "hands-on state", and the state in which the driver is not gripping the steering wheel may be referred to as "hands-off state".

The control information acquisition unit 104 acquires level information of automatic driving during execution of the LTA function from each of the lane keeping control units 51 and 61 in addition to the lane keeping control information. Level information should just be information of a grade which can judge whether it is automatic driving level 2 or less, or automatic driving level 3 or more at least. In other words, the level information only needs to be able to determine whether or not the obligation to monitor the surroundings is necessary when executing the LTA function. Control information acquiring unit 104 determines from which lane keeping control unit 51, 61 of ECU 50, 60 information indicating that the LTA function is ON is provided, and generates level information based on the determination result. good.

Furthermore, the control information acquisition unit 104 acquires track information on which the vehicle A is scheduled to travel when automatic driving of level 3 or higher is executed. The trajectory information includes at least information about the route that the vehicle A is scheduled to follow. The trajectory information may include information about the speed at which the route is traveled.

The display generation unit 109 determines whether or not to display the predicted trajectory content CTp based on the determination result of the scene determination unit 105, gripping information, level information, and trajectory information.

Specifically, when the automatic driving level is 2 or less and the hands-on state is set, the display generation unit 109 displays the predicted trajectory content CTp even if it is determined to be the specific scene. cancel. On the other hand, the display generation unit 109 displays the predicted trajectory content CTp if it is determined that the scene is the specific scene when the automatic driving level is 2 or less and the vehicle is in the hands-off state.

Further, if it is determined that the level of automatic driving is 3 or higher and the magnitude of the predicted vehicle behavior is outside the allowable range, the display generation unit 109 generates , to display the predicted trajectory content CTp. For example, the display generator 109 evaluates the magnitude of the vehicle behavior based on the future acceleration expected to act on the vehicle A. FIG. The magnitude of vehicle behavior may be evaluated based on at least one of lateral acceleration and longitudinal acceleration. The display generator 109 may predict the future acceleration based on the trajectory information. Note that the display generation unit 109 may acquire the magnitude of the vehicle behavior predicted by the automatic driving ECU 60 or the like.

Next, the details of the display control method for each content executed by the HCU 100 based on the display control program will be described below based on the flowchart shown in FIG. In the flow of FIG. 20, the description of the first embodiment is used for the processes with the same reference numerals as in FIG.

If it is determined in S10 that the LTA function is ON, the process proceeds to S15. In S15, the display generation unit 109 determines whether or not the automatic driving level is 3 or higher. If it determines with it being more than automatic driving level 3, it will progress to S16.

In S16, the display generator 109 estimates the magnitude of the vehicle behavior and determines whether or not the magnitude is within the allowable range. If it is determined to be outside the allowable range, the process proceeds to S20, and if it is determined to be within the allowable range, the process proceeds to S30.

On the other hand, if it is determined in S15 that the automatic driving level is not equal to or higher than level 3, ie, that it is equal to or lower than level 2, the process proceeds to S20. In S20, when the scene determination unit 105 determines that the current driving scene corresponds to the specific scene, the process proceeds to S25. In S25, the display generation unit 109 determines whether or not the automatic driving level is 2 or less and the hands-on state.

If it is determined that the vehicle is not at automatic driving level 2 or lower, or is at automatic driving level 2 or lower and is in a hands-off state, the process proceeds to S30. On the other hand, if it is determined that the automatic driving level is 2 or lower and the hands-on state is established, the process proceeds to S70.

According to the thirteenth embodiment described above, when it is determined that the driver is obliged to monitor the surroundings and is in the hands-on state in the execution of lane keeping control, even if it is determined that the specific scene is The trajectory content CTp is hidden. Even in a specific scene, in the hands-on state in which the driver is already gripping the steering wheel, the number of actions that the driver can perform when he/she feels uneasy about the lane keeping control is less than in the hands-off state. In other words, the necessity of displaying the predicted trajectory content CTp becomes lower than in the hands-off state. On the other hand, if the hands are off in a specific scene, gripping the steering wheel may be an action that the driver may perform when he/she feels uneasy about the lane keeping control. Therefore, from the viewpoint of not newly executing the operation that is originally unnecessary, the necessity of displaying the predicted trajectory content CTp becomes higher than in the hands-off state. Therefore, according to the thirteenth embodiment, the display of the predicted trajectory content CTp can be controlled more appropriately according to the necessity of displaying the content CTp.

Further, according to the thirteenth embodiment, when it is determined that the driver is not obligated to monitor the surroundings in the execution of lane keeping control and the magnitude of the predicted vehicle behavior is outside the allowable range, it is not a specific scene. Even if it is determined that the predicted trajectory content CTp is displayed. Therefore, at automated driving level 3 or higher, where the future behavior of the vehicle can be easily predicted based on trajectory information, etc., the expected trajectory content CTp can be more reliably displayed under conditions in which the driver may feel uneasy.

Note that the configuration of the thirteenth embodiment is naturally applicable to the HCU 100 that changes the display mode of the predicted trajectory content CTp depending on whether it is determined to be a specific scene or not. . For example, assume that the HCU 100 to which the configuration of the thirteenth embodiment is applied determines that the driver is obligated to monitor the surroundings and is in a hands-on state in executing lane keeping control. In this case, the HCU 100 is configured so that the display mode of the predicted trajectory content CTp is the same as the display mode when the current driving scene is determined not to be the specific scene, even when the current driving scene is determined to be the specific scene. can be. Assume also that the HCU 100 to which the configuration of the thirteenth embodiment is applied determines that the driver is not obligated to monitor the surroundings in the execution of lane keeping control and that the magnitude of the predicted vehicle behavior is outside the allowable range. In this case, even when the current driving scene is determined not to be the specific scene, the HCU 100 sets the display mode of the predicted trajectory content CTp to be the same as the display mode when the current driving scene is determined to be the specific scene. It can be configured as

(Other embodiments)
The disclosure herein is not limited to the illustrated embodiments. The disclosure encompasses the illustrated embodiments and variations therefrom by those skilled in the art. For example, the disclosure is not limited to the combinations of parts and/or elements shown in the embodiments. The disclosure can be implemented in various combinations. The disclosure can have additional parts that can be added to the embodiments. The disclosure encompasses omitting parts and/or elements of the embodiments. The disclosure encompasses permutations or combinations of parts and/or elements between one embodiment and another. The disclosed technical scope is not limited to the description of the embodiments. The disclosed technical scope is indicated by the description of the claims, and should be understood to include all modifications within the meaning and range of equivalents to the description of the claims. .

In the above-described embodiment, the scene determination unit 105 performs scene determination based on the high-precision map data around the vehicle A or the information detected by the surroundings monitoring sensor 30 . Alternatively, the scene determination unit 105 may be configured to perform scene determination based on other information. For example, the scene determination unit 105 may determine whether or not the scene is a low-visibility scene by acquiring weather information from an external server via the DCM 49 .

In the above-described embodiment, the scene determination unit 105 executes scene determination as to whether or not the scene is a specific scene based on various types of acquired information. Alternatively, the scene determination unit 105 may execute scene determination by acquiring a scene determination result executed by another ECU such as the driving support ECU 50 or the automatic driving ECU 60 .

In the above-described embodiment, the boundary lines CTbl and CTbr are superimposed and displayed inside the partition lines LL and LR, but they may be superimposed and displayed on the partition lines LL and LR. Alternatively, it may be superimposed and displayed outside the division lines LL and LR. Note that the boundary line may be displayed at a location corresponding to the boundary line other than the division line, such as the left and right road edges.

In the above-described first embodiment, the display generation unit 109 hides the predicted trajectory content CTp when it is determined that it is not a specific scene. It may be displayed even if it is not a scene. For example, the display generation unit 109 may display content such as text information indicating that LTA is being executed, an icon, etc. separately from the predicted trajectory content CTp.

In the first embodiment described above, the display generation unit 109 displays the predicted trajectory content CTp so as to move continuously. Alternatively, the display generation unit 109 may display the predicted trajectory content CTp so as to intermittently move. Further, the display generation unit 109 may display the predicted trajectory content CTp in a movement pattern different from movement from both outer sides to the center side. Further, the display generation unit 109 may make the predicted trajectory content CTp a still content that is displayed while staying there, as in the third embodiment. Further, the display generation unit 109 may display the predicted trajectory content CTp without displaying the start content CTi.

In the above-described third embodiment, the display generation unit 109 sets the predicted trajectory content CTp to a display mode that emphasizes the central portion in the lane width direction in the specific scene. Alternatively, the display generation unit 109 may change the display mode by increasing the luminance of the predicted trajectory content CTp in a specific scene. Alternatively, the display generation unit 109 may change the display mode by reducing the transmittance of the predicted trajectory content CTp, changing the display color, increasing the display size, or the like.

In the fifth embodiment described above, two additional contents CTal and CTar are added as predicted trajectory contents CTp in the case of a specific scene. It may be configured to add more than this.

In the above embodiment, the display generation unit 109 continuously changes the display mode of the predicted trajectory content CTp by animation. Alternatively, the display generation unit 109 may display the predicted trajectory content CTp after the change after the predicted trajectory content CTp before the display mode change is temporarily hidden.

In the above-described embodiment, the predicted trajectory content CTp is in the shape of a continuous thin strip, but the display shape of the predicted trajectory content CTp is not limited to this. For example, the predicted trajectory content CTp may be a plurality of figures arranged along the predicted trajectory PT, or may be arrow-shaped.

Although the status image CTst is displayed on the meter display 23 in the above-described embodiment, it may be displayed on another vehicle-mounted display such as a center information display.

In the above-described embodiment, the status image CTst is displayed in a blinking display in a display mode different from the predicted trajectory content CTp in the specific scene. Alternatively, the status image CTst may be displayed in another display mode. For example, the status image CTst does not have to be completely turned off as long as the display mode is such that the maximum luminance state and the minimum luminance state are repeated. Further, the status image CTst may be moved and displayed in a movement pattern different from that of the predicted trajectory content CTp, and may be displayed in a manner different from that of the predicted trajectory content CTp.

In the eleventh embodiment described above, the scene determination unit 105 determines a specific scene using the stress of the driver as the reliability level. However, the scene determination unit 105 may determine a specific scene using an index other than stress as the reliability level as long as the driver's tension or anxiety about the lane keeping control can be estimated. For example, the scene determination unit 105 may determine a specific scene using the driver's degree of gaze toward the front as the degree of reliability. The gaze degree may be measured by the DSM27. The scene determination unit 105 may determine a specific scene, for example, on the assumption that the higher the degree of gaze, the lower the reliability.

The processing units and processors of the above-described embodiments include one or more CPUs (Central Processing Units). Such processing units and processors may be processing units including GPUs (Graphics Processing Units), DFPs (Data Flow Processors), etc., in addition to CPUs. Further, the processing unit and processor may be processing units including FPGA (Field-Programmable Gate Array) and IP cores specialized for specific processing such as AI learning and inference. Each arithmetic circuit unit of such a processor may be configured to be individually mounted on a printed circuit board, or may be configured to be mounted on an ASIC (Application Specific Integrated Circuit), FPGA, or the like.

Various non-transitory tangible storage media such as flash memory and hard disk can be used as the memory device for storing the control program. The form of such a storage medium may also be changed as appropriate. For example, the storage medium may be in the form of a memory card or the like, and may be configured to be inserted into a slot provided in an in-vehicle ECU and electrically connected to the control circuit.

The controller and techniques described in this disclosure may be implemented by a special purpose computer comprising a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and techniques described in this disclosure may be implemented by dedicated hardware logic circuitry. Alternatively, the apparatus and techniques described in this disclosure may be implemented by one or more special purpose computers configured by a combination of a processor executing a computer program and one or more hardware logic circuits. The computer program may also be stored as computer-executable instructions on a computer-readable non-transitional tangible recording medium.

11 processing unit, 20 HUD (head-up display), 23 meter display (in-vehicle display), 51, 61 lane keeping control unit, 100 HCU (display control unit), 105 scene determination unit, 109 display generation unit (display control unit ), A vehicle, CTi start content, CTp expected trajectory content, CTbl, CTbr boundary line (moving content, boundary content), CTc centerline (center content), CTw wall content, CTsw status image (running content), PT expected trajectory. , VA angle of view.

Claims (17)

Display control for controlling display of content by a head-up display (20) used in the vehicle provided with a lane keeping control unit (51, 61) capable of executing lane keeping control for keeping the vehicle (A) running in the lane. a device,
a scene determination unit (105) that determines whether or not the scene is a specific scene in which the driver's confidence in the lane keeping control is lowered;
When it is determined that the scene is the specific scene, the predicted trajectory content (CTp) indicating the predicted trajectory (PT) by the lane keeping control is superimposed and displayed on the road surface, and when it is determined that the scene is not the specific scene. , a display control unit (109) that hides the predicted trajectory content;
with
The display control unit includes, in the predicted trajectory content, a pair of moving contents (CTbl, CTbr) that move from both outer sides to the center side in the lane width direction, and if the lane is curved, A display control device for moving one of the moving contents superimposed on the outer peripheral side of the curve to the center side of the other superimposed on the inner peripheral side of the curve . 2. The display control device according to claim 1, wherein the display control unit displays start content (CTi) indicating start of display of the predicted trajectory content before displaying the predicted trajectory content. 3. The display control device according to claim 1 , wherein the display control unit repeatedly displays the movement of the moving content. When the display control unit determines that the driver has an obligation to monitor the surroundings and the driver is holding the steering wheel in executing the lane keeping control, the display control unit determines that the scene is the specific scene. 4. The display control device according to any one of claims 1 to 3 , wherein the predicted trajectory content is hidden even if there is. When the display control unit determines that the driver is not obligated to monitor the surroundings in the execution of the lane keeping control and that the magnitude of the predicted behavior of the vehicle is outside the allowable range, the scene is not the specific scene. The display control device according to any one of claims 1 to 4 , wherein the predicted trajectory content is displayed even when it is determined that the predicted trajectory content is displayed. Display control for controlling display of content by a head-up display (20) used in the vehicle provided with a lane keeping control unit (51, 61) capable of executing lane keeping control for keeping the vehicle (A) running in the lane. a device,
a scene determination unit (105) that determines whether or not the scene is a specific scene in which the driver's confidence in the lane keeping control is lowered;
When the predicted trajectory content (CTp) indicating the predicted trajectory (PT) by the lane keeping control is superimposed and displayed on the road surface, and when it is determined that the scene is the specific scene or when it is determined that the scene is not the specific scene, the a display control unit (109) that changes the display mode of the predicted trajectory content;
with
The display control unit
when it is determined that the scene is not the specific scene, superimposing and displaying a pair of boundary contents (CTbl, CTbr) emphasizing a pair of boundaries in the lane as the predicted trajectory contents;
A display control device for changing the predicted trajectory content to a display mode that emphasizes a central portion of the lane more than when the scene is not determined to be the specific scene, when the scene is determined to be the specific scene . The display control unit
7. The display control device according to claim 6 , wherein when it is determined that the scene is the specific scene, the pair of boundary contents are displayed in the central portion rather than when it is determined that the scene is not the specific scene. The display control unit
7. The display control device according to claim 6 , wherein when it is determined that the scene is the specific scene, the new predicted trajectory content is added and displayed in the portion closer to the center than the pair of boundary contents. The display control unit
9. Any one of claims 6 to 8 , wherein when the lane is curved, one of the pair of boundary contents superimposed on the outer circumference side of the curve is displayed closer to the center than the other superimposed on the inner circumference side of the curve. 1. The display control device according to claim 1. The display control unit
10. The display control device according to any one of claims 1 to 9 , wherein when the lane is curved, a wall content (CTw) erected on the outer peripheral side of the curve is displayed. The display control unit
An in-vehicle display (23) different from the head-up display is caused to display execution content ( CTst ) indicating execution of the lane keeping control in a display mode different from that of the predicted trajectory content. The display control device according to any one of claims 1 to 3. When the display control unit determines that the driver has an obligation to monitor the surroundings and the driver is holding the steering wheel in executing the lane keeping control, the display control unit determines that the scene is the specific scene. 12. The display control device according to any one of claims 1 to 11 , wherein the display mode of the predicted trajectory content is the same as the display mode when it is determined that the scene is not the specific scene. When the display control unit determines that the driver is not obligated to monitor the surroundings in the execution of the lane keeping control and that the magnitude of the predicted behavior of the vehicle is outside the allowable range, the scene is not the specific scene. 13. The display mode of the predicted trajectory content is set to be the same as the display mode when the specific scene is determined even when it is determined that the scene is the specific scene. display controller. 14. The display control unit according to any one of claims 1 to 13 , wherein when the scene is determined to be the specific scene, the predicted trajectory content is displayed in a more emphasized display mode as the estimated reliability is lower. 1. The display control device according to claim 1. 15. The display control unit according to claim 14 , wherein when the specific scene is determined and the lane is curved, the predicted trajectory content is displayed in a more emphasized display mode as the curvature of the lane is greater. A display controller as described. Display control for controlling display of content by a head-up display (20) used in the vehicle provided with a lane keeping control unit (51, 61) capable of executing lane keeping control for keeping the vehicle (A) running in the lane. a program,
in at least one processing unit (11),
determining whether the scene is a specific scene in which the driver's confidence in the lane keeping control is lowered (S20);
if the scene is determined to be the specific scene, the predicted trajectory content (CTp) indicating the predicted trajectory (PT) by the lane keeping control is superimposed and displayed on the road surface (S40);
If it is determined that the scene is not the specific scene, the predicted trajectory content is hidden (S60);
to execute a process including
The superimposed display of the predicted trajectory content on the road surface includes including, in the predicted trajectory content, a pair of moving contents (CTbl, CTbr) moving from both outer sides to the center in the lane width direction; and moving one of the pair of moving contents superimposed on the outer circumference side of the curve toward the center side of the other superimposed on the inner circumference side of the curve when the content is curved. . Display control for controlling display of content by a head-up display (20) used in the vehicle provided with a lane keeping control unit (51, 61) capable of executing lane keeping control for keeping the vehicle (A) running in the lane. a program,
in at least one processing unit (11),
determining whether the scene is a specific scene in which the driver's confidence in the lane keeping control is lowered (S20);
When the predicted trajectory content (CTp) indicating the predicted trajectory (PT) by the lane keeping control is superimposed and displayed on the road surface, and when it is determined that the scene is the specific scene or when it is determined that the scene is not the specific scene, the changing the display mode of the predicted trajectory content (S15, S45);
to execute a process including
Changing the display mode of the predicted trajectory content is performed by changing a pair of boundary contents (CTbl, CTbr) that respectively emphasize a pair of boundaries in the lane to the predicted trajectory content when it is determined that the scene is not the specific scene. is superimposed and displayed, and when it is determined that it is the specific scene, the predicted trajectory content is changed to a display mode that emphasizes the central portion of the lane more than when it is determined that it is not the specific scene. A display control program including:

Images