JP7263962B2 - VEHICLE DISPLAY CONTROL DEVICE AND VEHICLE DISPLAY CONTROL METHOD - Google Patents

Description

The present invention relates to a vehicle display control device and a vehicle display control method for controlling a display device such as a head-up display device (hereinafter referred to as HUD) to superimpose content on the foreground of the vehicle.

In recent years, vehicles are equipped with applications such as collision damage mitigation braking (hereinafter referred to as AEB) so as to avoid collisions with obstacles such as preceding vehicles and to reduce the impact of collisions.

AEB determines the possibility of a collision with an obstacle such as a preceding vehicle. avoid conflicts with By notifying the driver of the activation immediately before the activation of the AEB, for example, 0.8 seconds before, the driver can recognize that the AEB will be activated.

International Patent Publication No. 2015-118859

However, conventionally, the driver is notified only immediately before the activation of the AEB, so it is difficult for the driver to accurately grasp at what timing the control by the AEB is activated. In addition, since the driver is notified of the activation immediately after the activation of the AEB is determined, there is no time for the driver to perform an operation to avoid the activation of the AEB after the notification.

In view of the above points, the present invention is designed to allow the driver to accurately grasp the AEB activation timing and to allow the driver to perform an operation to avoid the activation of the AEB prior to notification of the AEB activation. It is an object of the present invention to provide a display control device for a vehicle and a display control method for a vehicle.

In order to achieve the above object, the invention according to claim 1 is applied to a vehicle that activates AEB to avoid contact with an object existing in front of the vehicle, and a display device (230). A display control device for a vehicle that superimposes and displays content on the foreground of the own vehicle by controlling the information acquisition for acquiring information related to the start schedule display indicating the place where the AEB is scheduled to be started or the time when it is scheduled to be started. A section (204), on the display device, displays an activation schedule display between the vehicle and the object before activation of the AEB is determined by the driving support control device (6) that executes the collision damage mitigation braking. A display control unit (207) is provided for superimposing display on a road or an object.

In this manner, before the AEB activation warning, the activation schedule display indicating the location where the AEB is scheduled to be activated or the timing when it is scheduled to be activated is displayed. Therefore, the driver can accurately grasp the AEB activation timing, and it is possible to allow the driver to perform an operation to avoid the activation of the AEB before the driver is notified of the AEB activation. A display control device for a vehicle can be made.

The invention according to claim 13 is applied to a vehicle that activates AEB in order to avoid contact with an object existing in front of the vehicle, and controls a display device (230) to A vehicular display control method for superimposing and displaying content on a foreground, comprising acquiring information related to an activation schedule display indicating a place where an AEB is scheduled to be activated or a time when an AEB is scheduled to be activated; Before the activation of is determined by the driving support control device (6) that executes the collision damage mitigation brake, the activation schedule display is superimposed on the road between the vehicle and the object or on the object. ,I do.

In this manner, before the AEB activation warning, the activation schedule display indicating the location where the AEB is scheduled to be activated or the timing when it is scheduled to be activated is displayed. Therefore, the driver can accurately grasp the AEB activation timing, and it is possible to allow the driver to perform an operation to avoid the activation of the AEB before the driver is notified of the AEB activation. A display control method for a vehicle can be realized.

It should be noted that the reference numerals in parentheses attached to each component etc. indicate an example of the correspondence relationship between the component etc. and specific components etc. described in the embodiments described later.

BRIEF DESCRIPTION OF THE DRAWINGS It is the figure which showed the block structure of the display system for vehicles concerning 1st Embodiment. It is the figure which showed typically the mode of the image display by a HUD apparatus. It is the figure which showed the detailed block structure etc. of HCU(Human Machine Interface Control Unit). 4 is a flowchart showing an example of processing for driving support control and HUD display control; It is the figure which showed the mode when the planned driving|running route is superimposedly displayed on the road. FIG. 10 is a diagram showing an example display of the AEB activation zone when the distance between the own vehicle and the preceding vehicle is to some extent. FIG. 6B is a diagram showing a display example of the AEB activation zone when the distance between the host vehicle and the preceding vehicle is closer than in FIG. 6A; FIG. 7B is a diagram showing a display example of the AEB activation zone when the distance between the own vehicle and the preceding vehicle is closer than in FIG. 6B; FIG. 10 is a diagram showing a display example of a count gauge when there is a certain amount of time before AEB activation; FIG. 7B is a diagram showing a display example of the count gauge when the time margin until AEB activation is less than in FIG. 7A; FIG. 10 is a diagram showing an example of an avoidance route display; It is the figure which showed an example of a brake operation display. FIG. 10 is a diagram showing an example display of the AEB activation zone when the deceleration that occurs when the AEB is activated is relatively low; FIG. 10B is a diagram showing a display example of the AEB activation zone when the deceleration that occurs when the AEB is activated is higher than that in FIG. 10A; 10B is a diagram showing a display example of the AEB activation zone when the deceleration that occurs when the AEB is activated is higher than that in FIG. 10B; FIG. FIG. 11 is a flow chart showing an example of processing of driving support control and HUD display control described in the third embodiment; FIG. FIG. 10 is a diagram showing a display example when an avoidance route is displayed as the activation schedule display; FIG. 11 is a diagram showing a display example when the direction in which deceleration acts on an arrow of an avoidance route. FIG. 10 is a diagram showing a display example when expressing the direction in which deceleration acts when only a braking operation is performed in AEB;

An embodiment of the present invention will be described below with reference to the drawings. In addition, in each of the following embodiments, portions that are the same or equivalent to each other will be described with the same reference numerals.

(First embodiment)
Hereinafter, this embodiment will be described with reference to the drawings. As shown in FIG. 1, the vehicle display system 1 has an HMI (Human Machine Interface) system 2, an ADAS (Advanced Driver Assistance Systems) locator 3, a peripheral monitoring sensor 4, a vehicle control ECU 5 and a driving assistance ECU 6. The HMI system 2, the ADAS locator 3, the surroundings monitoring sensor 4, the vehicle control ECU 5, and the driving support ECU 6 are connected to, for example, an in-vehicle LAN so that information can be exchanged between them.

The ADAS locator 3 includes a global positioning satellite system (hereinafter referred to as GNSS) receiver 30 , an inertial sensor 31 and a map database (hereinafter referred to as map DB) 32 .

The GNSS receiver 30 is a GPS (Global Positioning System) receiver or the like, and receives positioning signals from a plurality of artificial satellites. The inertial sensor 31 is a sensor that detects the inertial force generated in the vehicle, that is, the running state, and includes, for example, a gyro sensor or an acceleration sensor. The ADAS locator 3 combines the positioning signals received by the GNSS receiver 30 and the measurement results of the inertial sensor 31 to sequentially locate the vehicle position of the own vehicle. Then, the ADAS locator 3 outputs the determined vehicle position to the in-vehicle LAN.

The map DB 32 is a non-volatile memory and stores map data such as link data, node data, road shape data, etc. as a high-precision map. Road shape data includes data such as altitude, cross slope, longitudinal slope, and number of lanes. Data such as altitude, cross slope, longitudinal slope, number of lanes, etc. may be at least for each point on the road, for example, for each observation point of map data.

Further, the map DB 32 may be configured to use a three-dimensional map including point groups of feature points of road shapes and structures as map data. When using this three-dimensional map, the ADAS locator 3 uses LIDAR (Light Detection and Ranging/Laser The vehicle position of the own vehicle may be specified using the detection results of the peripheral monitoring sensor 4 such as Imaging Detection and Ranging. Note that the map data may be acquired from the outside of the vehicle using an in-vehicle communication module mounted on the vehicle.

The surroundings monitoring sensor 4 is an autonomous sensor that monitors the surroundings of the vehicle. As an example, the perimeter monitoring sensor 4 detects objects in the vicinity of the vehicle, such as moving dynamic targets such as pedestrians and other vehicles, and stationary static targets such as structures on the road and lane markings. do. Examples of the surroundings monitoring sensor 4 include a surroundings monitoring camera that captures a predetermined range around the vehicle, and a millimeter-wave radar, sonar, and LIDAR sensor that transmits surveying waves to a predetermined range around the vehicle. The surroundings monitoring camera corresponds to an imaging device, which photographs an image of the surroundings of the own vehicle and outputs the imaged data to the in-vehicle LAN as sensing information. The survey wave sensor outputs the survey wave and acquires the reflected wave, and the measurement results such as the relative speed and relative distance to the target and the azimuth angle where the target exists are sent as sensing information to the in-vehicle LAN. Output sequentially.

In the present embodiment, as the surroundings monitoring sensor 4, at least a front camera 41 whose imaging range is a predetermined range in front of the vehicle and a millimeter wave radar 42 that transmits search waves to a predetermined range in front of the vehicle are used. It is configured.

The vehicle control ECU 5 is an electronic control unit that performs vehicle motion control such as acceleration/deceleration control and steering control of the own vehicle. Although an example in which the vehicle control ECU 5 is composed of one ECU is shown here, it may be composed of a plurality of ECUs such as a steering ECU for steering control, a power unit control ECU for acceleration and deceleration control, and a brake ECU. good. The vehicle control ECU 5 acquires detection signals output from sensors such as an accelerator position sensor, a brake depression force sensor, a steering angle sensor, and a wheel speed sensor mounted on the own vehicle. Then, the vehicle control ECU 5 processes the acquired detection signal to output a control signal to each traveling control device such as an electronically controlled throttle, a brake actuator, and an EPS (Electric Power Steering) motor. In addition, the vehicle control ECU 5 outputs detection signals and control signals from the sensors described above to the in-vehicle LAN.

The driving support ECU 6 controls the vehicle control ECU 5 to perform an automatic driving function that performs a driving operation on behalf of the driver. The driving support ECU 6 recognizes the driving environment of the own vehicle based on the vehicle position and map data of the own vehicle acquired from the ADAS locator 3 and sensing information from the peripheral monitoring sensor 4 . For example, from the sensing information of the surroundings monitoring sensor 4, the shape and moving state of objects such as objects existing around the vehicle are recognized, and the shape of road markings around the vehicle is recognized. Then, by combining the position of the own vehicle and the map data, a virtual three-dimensional space that reproduces the actual driving environment in three dimensions is generated.

Further, the driving support ECU 6 sets a driving plan for automatically driving the own vehicle in order to make the vehicle go to a destination preset by the driver by the automatic driving function based on the recognized driving environment. The driving support ECU 6 calculates a planned travel route for the vehicle to reach the destination as a travel plan, and outputs the planned travel route information to the in-vehicle LAN. In addition, the driving support ECU 6 uses the generated virtual three-dimensional space around the own vehicle as a driving plan, for example, acceleration/deceleration for maintaining the target inter-vehicle distance from the preceding vehicle, lane following, and lane change. Steering and sudden braking for collision avoidance are determined.

An example of the automatic driving function executed by the driving support ECU 6 is ACC (Adaptive Cruise Control), which controls the traveling speed of the own vehicle so as to maintain the target inter-vehicle distance with the preceding vehicle by adjusting the driving force and braking force. ) function. It also has an AEB function that forcibly decelerates the vehicle by generating a braking force based on sensing information in front. It also has a function of notifying the HMI system 2 of the planned driving route to reach the destination preset by the driver. It should be noted that what has been described here is merely an example, and the configuration may be such that other functions are provided as functions for automatic driving.

The HMI system 2 is a system that manages information in the cockpit, receives input operations from the driver, and presents information to the driver. Specifically, the HMI system 2 includes an HCU 20 , an operation device 21 , a DSM (Driver Status Monitor) 22 and a display device 23 .

The operating device 21 is a group of switches operated by the driver. The operation device 21 is used to perform various settings, and is composed of, for example, switches provided on a steering wheel or the like.

The DSM 22 is a device for recognizing the state of the driver, and is composed of, for example, a near-infrared light source and a near-infrared camera provided inside the vehicle, and a control unit for controlling them. Specifically, the DSM 22 irradiates the driver with near-infrared light from a near-infrared light source, captures an image with a near-infrared camera, analyzes the captured image with a control unit, and determines the viewpoint position of the driver. are measuring. Then, information on the measured viewpoint position is output to the HCU 20 through the in-vehicle LAN.

The display device 23 constitutes a display unit for performing superimposed display, and a HUD device 230 is used here. The HUD device 230 will be described with reference to FIG.

As shown in FIG. 2, HUD230 is installed in the instrument panel 12 of the own vehicle. The HUD 230 forms a display image based on image data output from the HCU 20 by a projector 231 such as a liquid crystal type or a scanning type. Examples of the display image include a planned travel route according to the travel plan, an image regarding an AEB activation schedule display, an activation warning display, and the like. The planned travel route here corresponds to the predicted trajectory content. The planned travel route is the expected trajectory that the vehicle should travel. The AEB activation schedule display is a display for notifying the driver in advance that the AEB may be activated, and indicates information on when the AEB will be activated. The AEB activation warning is a display for announcing and announcing the activation of the AEB after it has been determined.

The HUD 230 projects the display image formed by the projector 231 onto a predetermined projection area on the front windshield 10 as a projection member through an optical system 232 such as a concave mirror. The projection area is an area in which the display image can be projected on the front windshield 10, and the display image is projected at an angle of view within the area that is easily visible to the driver. The display image reflected by the front windshield 10 to the interior of the vehicle is perceived by the driver sitting in the driver's seat. The driver sitting in the driver's seat also perceives the foreground as the landscape in front of the vehicle, which is transmitted through the front windshield 10 made of translucent glass. As a result, the virtual image 100 of the display image formed in front of the front windshield 10 by the HUD 230 is superimposed on a part of the foreground of the vehicle and visually recognized by the driver. Realized.

As the display device 23, the HUD 230 is used as an example. For example, the display device 23 may be a combination meter, a CID (Center Information Display), or the like.

The HCU 20 is mainly composed of a microcomputer having a processor, a volatile memory, a nonvolatile memory, an I/O, and a bus connecting these, and is connected to the HUD 230 and the in-vehicle LAN. HCU20 controls the display by HUD230 by running the control program memorize|stored in the non-volatile memory. This HCU 20 corresponds to a vehicle display control device. A vehicle display control method corresponding to the control program is executed by the processor executing the control program. The memory referred to here corresponds to a non-transitory tangible storage medium that non-temporarily stores computer-readable programs and data.

The HCU 20 has the block configuration shown in FIG. 3 as a functional block for performing display control on the HUD 230 . Specifically, the HCU 20 includes a captured image acquisition unit 200, a distance and direction acquisition unit 201, a vehicle position acquisition unit 202, a high-precision map acquisition unit 203, a three-dimensional position identification unit 204, a viewpoint position identification unit 205, and an invisible area estimation unit. 206 and a display generator 207 .

The captured image acquisition unit 200 acquires captured images sequentially captured by the front camera 41 as sensing information. The distance/azimuth acquisition unit 201 acquires the distance and the azimuth angle of the object sequentially measured by the millimeter wave radar 42 as sensing information. The own vehicle position acquisition unit 202 acquires the current vehicle position of the own vehicle that is sequentially positioned by the ADAS locator 3 . The high-precision map acquisition unit 203 acquires map data stored in the map DB 32 of the ADAS locator 3 . The high-precision map acquisition unit 203 acquires a high-precision map including road shape data for each observation point, that is, for each of a plurality of points.

The three-dimensional position specifying unit 204 acquires the planned travel route information transmitted from the driving support ECU 6, specifies the display position of the planned travel route in the virtual three-dimensional space, and specifies how it is displayed. Specifically, the three-dimensional position specifying unit 204 acquires the map data acquired by the high-precision map acquiring unit 203, the vehicle position of the own vehicle acquired by the own vehicle position acquiring unit 202, the captured image acquiring unit 200, and the distance and direction acquiring unit 200. The sensing information around the own vehicle acquired in 201 is input. Then, based on the input various information, the three-dimensional position specifying unit 204 grasps the shape of the road in front of the vehicle in the virtual three-dimensional space, and determines the position on the road and the planned travel route. Determines whether the can be drawn.

In addition, if an object such as a preceding vehicle exists in the virtual three-dimensional space generated by the driving assistance ECU 6, the three-dimensional position specifying unit 204 specifies the three-dimensional position of the object. For example, the three-dimensional position specifying unit 204 selects an object from the driving environment recognized by the driving support ECU 6 and specifies the three-dimensional position. For example, the three-dimensional position specifying unit 204 selects an obstacle to be avoided by the own vehicle as a target object, or selects a preceding vehicle to be followed by the ACC function as a target object. Then, when there is an object such as a preceding vehicle, the three-dimensional position specifying unit 204 grasps the position of the object and determines how and where on the road the planned travel route can be drawn. identify. For example, the position where the planned travel route can be drawn is specified while avoiding overlapping with the target object, and how to draw it corresponding to the road shape is specified.

Furthermore, the three-dimensional position specifying unit 204 acquires information about the AEB start-up schedule display and start-up warning transmitted from the driving support ECU 6, and specifies the display position of the AEB start-up schedule display and start-up warning in the virtual three-dimensional space. and specify how it will be displayed. Then, when a preceding vehicle exists as an object, the three-dimensional position specifying unit 204 grasps the position of the preceding vehicle, etc., and then displays the AEB activation schedule display and activation warning at which position on the road or the preceding vehicle. Determines whether the can be drawn. For the AEB activation schedule display, for example, a display position on the road behind the preceding vehicle or overlapping with the preceding vehicle is specified. For the AEB activation warning, for example, a display position overlapping the preceding vehicle is specified.

The viewpoint position specifying unit 205 specifies the driver's viewpoint position based on the vehicle position of the own vehicle from the viewpoint position information sequentially detected by the DSM 22 . For example, the viewpoint position specifying unit 205 determines the position of the viewpoint detected by the DSM 22 based on the deviation between the reference position of the viewpoint position in the DSM 22 and the reference position of the vehicle position of the own vehicle. Convert the position to the viewpoint position based on the position. As a result, the driver's viewpoint position is identified with reference to the vehicle position of the own vehicle.

The invisible area estimator 206 estimates an invisible area that is invisible to the driver of the vehicle due to a change in road surface gradient. Specifically, the invisible region estimating unit 206 obtains the altitude information of the point between the vehicle and the object among the points whose altitude information is included in the high-precision map acquired by the high-precision map acquiring unit 203. and the viewpoint position specified by the viewpoint position specifying unit 205, the invisible region is estimated.

The display generation unit 207 generates image data for superimposing the display of the scheduled travel route for the own vehicle, the display of the scheduled activation of the AEB, and the display of the activation warning on the road and the preceding vehicle, and outputs this image data to the HUD 230 . The display positions of the planned driving route, the AEB activation schedule display, and the activation warning are positions that are visible to the driver when these display images are projected onto the projection area, and the virtual images based on those display images are in the foreground. It is set to be displayed on the road inside and on the preceding vehicle. Also, the shape of the display of the planned travel route is specified to correspond to the shape of the road. As a result, the HUD 230 superimposes a virtual image of the scheduled travel route, the display of the AEB activation schedule, and the display of the activation warning so as to be pasted on the road. The display generation unit 207 corresponds to the display control unit.

As an example, the display generation unit 207 grasps the positional relationship between the display position of the planned travel route, the AEB activation schedule display and activation warning, the viewpoint position, and the set position of the projection area stored in advance in the non-volatile memory of the HCU 20. do. Then, the display generation unit 207 generates each display based on the planned travel route, the display position of the AEB activation schedule display and activation warning, the altitude of the point between the own vehicle and the target object, and the positional relationship between the viewpoint and the projection area. Geometrically calculate the imaging position of a virtual image that can be superimposed on the road or preceding vehicle.

At this time, if there is an invisible area estimated by the invisible area estimating unit 206, the display generation unit 207 avoids the invisible area and superimposes the planned travel route, the AEB activation schedule display, and the activation warning. .

The vehicle display system 1 of the present embodiment is configured as described above. Next, HUD display control of the vehicle display system 1 of the present embodiment will be described together with driving support control with reference to the flowchart shown in FIG. Note that the flowchart shown in FIG. 4 collectively describes both the driving support control and the HUD display control. However, among the respective processes shown in this flow, the portion related to vehicle motion control is executed by the driving support ECU 6, and the portion related to display is executed by the HCU 20 based on communication with the driving support ECU 6 and the like via the in-vehicle LAN. In addition to the processing shown in this figure, as one of the HUD display controls, the HCU 20 displays a planned driving route to guide the vehicle to its destination based on information transmitted from the driving support ECU 6 or the like. Is going. The processing shown in the flowchart of FIG. 4 will be described together with this planned travel route display.

First, when the driver makes a request for driving support control and sets a destination through a navigation device or the like, driving support control such as automatic driving is performed, and the vehicle also starts running. Based on this, the driving support ECU 6 sets a travel plan for heading to the destination set as described above, and informs the HCU 20 of planned travel route information according to this travel plan. This planned travel route information is information indicating what route the vehicle should travel to reach the destination. Although the HUD 230 displays only a part of the planned travel route, the planned travel route is determined as a route from the current position of the vehicle to the destination.

On the other hand, the HCU 20 receives the detection result of the surroundings monitoring sensor 4 and acquires the surroundings of the vehicle. Specifically, the captured image acquisition unit 200 receives the sensing information sequentially captured by the front camera 41, and then acquires the captured image in front of the vehicle. Further, the distance and direction acquisition unit 201 receives the sensing information of the millimeter wave radar 42 and acquires the distance and the direction angle to an object such as a preceding vehicle.

In addition, the HCU 20 inputs various information from the GNSS receiver 30, the inertial sensor 31, and the map DB 32 provided in the ADAS locator 3, and sequentially measures the vehicle position of the host vehicle. Specifically, the vehicle position acquisition unit 202 acquires information on the vehicle position of the vehicle, that is, information on the latitude and longitude of the vehicle based on the reception result of the GNSS receiver 30, and the inertial sensor 31 Based on the detection results, it acquires which direction the vehicle is facing on the road. As a result, the HCU 20 acquires information on the vehicle position of the vehicle, including information on which direction the vehicle is facing on the road. Further, the high-precision map acquisition unit 203 acquires from the map DB 32 information such as map information of the road on which the vehicle is currently traveling, such as road shape, gradient, number of lanes, and the like.

Furthermore, the HCU 20 acquires the planned travel route information in the three-dimensional position specifying unit 204, and based on various information obtained from the surrounding monitoring sensor 4 and the ADAS locator 3, the display position of the planned travel route in the virtual three-dimensional space. and so on. That is, the three-dimensional position specifying unit 204 specifies how the planned travel route can be drawn on the road in the virtual three-dimensional space.

The HCU 20 also uses the viewpoint position specifying unit 205 to specify the driver's viewpoint position based on the detection result of the DSM 22, and the invisible region estimating unit 206 estimates the invisible region of the driver of the vehicle. In this way, it is determined at which angle of view in the projection area the driver can easily view the image.

In this way, the three-dimensional position specifying unit 204 specifies how the planned travel route should be drawn in the virtual three-dimensional space, and the invisible region estimation unit 206 determines an area that is easily visible to the driver. Then, in the display generation unit 207, based on the identification result of the three-dimensional position identification unit 204 and the estimation result of the invisible area estimation unit 206, at which angle of view in the projection area of the HUD 230 the planned travel route is actually displayed. decide. As a result, the display generator 207 outputs a control signal to the HUD 230 to control the HUD 230 so that the planned travel route is displayed at an angle of view that is easily visible to the driver.

In this case, as shown in FIG. 4, a planned travel route 71 is superimposed and displayed at a predetermined angle of view 70 of the projection area. That is, a line-shaped planned travel route 71 represented by a virtual image formed in front of the front windshield 10 is superimposed on the road. On a road with multiple lanes, such as an expressway, a planned travel route 71 is superimposed on the current lane. In this way, an AR display is performed in which the planned travel route 71 is superimposed on a part of the actual scene, and the driver can visually recognize the planned travel route 71 as if it were drawn on the road. Although a case where the lane is straight is illustrated here, if the road is not straight, the planned travel route 71 is drawn along the shape of the road.

On the other hand, apart from the display of the planned travel route as described above, the processing shown in the flowchart of FIG. 4 is also executed at each predetermined control cycle.

First, in step S100, it is determined whether or not the ACC execution switch provided in the operation device 21 is turned on. This determination is, for example, an affirmative determination if the ACC execution switch is on, and a negative determination if it is off. If the determination is affirmative here, the process proceeds to step 105 , and if the determination is negative, the process proceeds to step 135 .

In step S105, it is determined whether or not there is a preceding vehicle. This determination is made based on the result of monitoring the periphery by the periphery monitoring sensor 4 . If an affirmative determination is made in step S105, the process proceeds to step S110, and control to follow the preceding vehicle is executed. That is, the braking/driving torque is adjusted so that the inter-vehicle distance between the own vehicle and the preceding vehicle is maintained at the preset first predetermined distance. After that, the process proceeds to step S115, in which it is determined whether or not the inter-vehicle distance between the own vehicle and the preceding vehicle is shorter than the first predetermined distance, and the processing of this step is repeated until an affirmative determination is made. Proceed to S125. For example, if the preceding vehicle brakes suddenly or if there is a vehicle that cuts in between the preceding vehicle and the own vehicle, the determination in step S115 is affirmative.

On the other hand, if it is determined in step S105 that there is no preceding vehicle, the process advances to step S120 to determine whether or not there is an object with which the vehicle is likely to collide. This determination is also made based on the peripheral monitoring result of the peripheral monitoring sensor 4 . If the determination is negative here as well, the process returns to step S100, and if the determination is affirmative, the process proceeds to step S125.

In step S125, it is determined whether or not the ACC brake operation is possible. If an affirmative determination is made here, the ACC brake is operated to avoid collision with a preceding vehicle, a cut-in vehicle, or an object that is likely to collide with the own vehicle. Therefore, the process proceeds to step S130, the ACC brake is operated, and the process ends. In this case, the vehicle is decelerated by activating the brake of the ACC, and the inter-vehicle distance to the preceding vehicle or the cut-in vehicle is adjusted to the first predetermined distance again, or the vehicle is likely to collide. ACC is continued after the risk of collision with the object is avoided. If a negative determination is made in step S125, that is, if the ACC braking is not sufficient, the process proceeds to step S135. For example, in ACC, there are cases where an upper limit is set for the braking force or the deceleration generated by the brake in consideration of ride comfort. is negatively determined in step S125.

In step S135, it is determined whether or not the distance to the preceding vehicle, the intruding vehicle, or the object likely to collide is equal to or less than a threshold value set as the second predetermined distance. The threshold value here is information indicating that the AEB may be activated in advance before the decision to activate the AEB is made, specifically, a value that serves as a criterion for starting display of an AEB activation schedule display, which will be described later. .

Conventionally, after the AEB activation is determined, the AEB activation notification is given immediately before the activation, for example, 0.8 seconds before, when the inter-vehicle distance to the preceding vehicle is about 14 m. For this reason, it was difficult for the driver to intuitively grasp at what timing the control by the AEB is activated. Therefore, in the present embodiment, the AEB activation schedule is displayed before the AEB activation is determined, and the threshold is set so that the driver can grasp it. Assuming that the AEB is activated, the threshold value is set with reference to a predetermined time, for example, about two seconds before the activation timing. For example, assuming that the vehicle is traveling at a speed of 60 km/h, the vehicle travels about 33 m in 2 seconds. In that case, the threshold is set to 33m. The threshold value may be a fixed value, or may be a variable value according to the relative speed between the own vehicle and the preceding vehicle, for example.

If an affirmative determination is made in step S135, the process proceeds to step S140 to display an AEB activation schedule. The activation schedule display includes the location where the AEB is scheduled to be activated or the time when the AEB is scheduled to be activated. The location where the AEB is scheduled to be activated, that is, the location to which the vehicle should travel to activate the AEB is displayed as an AEB activation zone. Also, the time when the AEB is scheduled to be activated is displayed as a count gauge. The place and time when the AEB is scheduled to be activated are calculated, for example, based on the relative speed and relative distance between the host vehicle and the preceding vehicle.

Furthermore, in the case of this embodiment, when the AEB activation zone is displayed in the projection area of the front windshield 10 based on the inter-vehicle distance between the preceding vehicle and the own vehicle as the processing in this step, It is determined whether or not the AEB activation zone can be displayed during . If the AEB activation zone can be displayed, the AEB activation zone is displayed, and if not, the count gauge is displayed.

Specifically, the three-dimensional position specifying unit 204 specifies how the AEB activation zone and the count gauge are to be displayed in the virtual three-dimensional space. If the inter-vehicle distance between the preceding vehicle and the own vehicle is a value that allows the AEB activation zone to be displayed on the road behind the preceding vehicle, the AEB activation zone is displayed according to the shape of the road behind the preceding vehicle in the virtual three-dimensional space. specified to do. For example, the width of the lanes in which the host vehicle and the preceding vehicle are traveling is specified as an indication of the AEB activation zone. If the inter-vehicle distance between the preceding vehicle and the own vehicle is less than a value that allows the AEB activation zone to be displayed on the road behind the preceding vehicle, the count gauge is displayed according to the position of the preceding vehicle in the virtual three-dimensional space. is identified.

The AEB activation zone is a display that indicates the location where the AEB is scheduled to be activated, and is a display extending from the rear position of the preceding vehicle toward the vehicle, so that it overlaps the road on which the vehicle is scheduled to travel. is superimposed on the Even if the own vehicle and the preceding vehicle move, the display of the AEB activation zone is superimposed by maintaining the display at a predetermined position, here the position behind the preceding vehicle. At this time, the method of determining which angle of view in the projection area is used to display the start schedule is the same as in the case of displaying the planned travel route described above. When the activation schedule display is performed, the scheduled travel route display that has been performed up to that time is interrupted, and the activation schedule display is performed instead of the scheduled travel route display.

Further, in the case of this embodiment, the display mode of the AEB activation zone is changed according to the distance until the AEB activation zone is activated. For example, as shown in FIGS. 6A to 6C, the AEB activation zone 72 is displayed from the rear position of the preceding vehicle 80, and the display of the AEB activation zone 72 becomes darker as the distance becomes shorter. For example, a first threshold L1 and a second threshold L2, which is shorter than the first threshold, are set. If it is longer than L2, it is shown in FIG. 6B, and if it is shorter than the second threshold L2, it is shown in FIG. 6C. By changing the display of the AEB activation zone 72 according to the distance in this manner, the driver can visually recognize that the distance until the AEB is activated is approaching. Therefore, for example, it is possible to make it easier for the driver to take measures to avoid activation of the AEB.

The AEB count gauge is a display indicating when the AEB is scheduled to be activated, and is superimposed on the preceding vehicle 80 . If the inter-vehicle distance between the preceding vehicle 80 and the own vehicle is short, the road area for superimposing the AEB activation zone 72 may not be sufficient, and the AEB activation zone 72 may not be displayed effectively. In such a case, the count gauge is superimposed on the preceding vehicle 80 . The display of the AEB count gauge is superimposed by maintaining the display at a predetermined position, here the position of the preceding vehicle 80, even if the own vehicle and the preceding vehicle 80 move.

In the case of this embodiment, the count gauge is changed according to the remaining time until AEB activation. For example, as shown in FIG. 7A and FIG. I'm trying Thus, by changing the display of the count gauge 73 according to the remaining time until the AEB is activated, the driver can visually recognize that the time until the AEB is activated is shortened. be able to. Therefore, for example, it is possible to make it easier for the driver to take measures to avoid activation of the AEB.

After that, the process proceeds to step S145, and it is determined whether or not the driver has taken an avoidance action. The evasive action here means steering operation, braking operation, and the like by the driver. Steering operation and braking operation can be detected by the vehicle control ECU 5 based on the detection signals of the steering angle sensor and the brake depression force sensor, and the driving support ECU 6 and the HCU 20 can acquire the detection results from the vehicle control ECU 5 through the in-vehicle LAN. Therefore, based on the detection results, for example, when the amount of steering angle change is greater than or equal to a predetermined value, or when the brake depression force is greater than or equal to a predetermined value, affirmative determination is made in this process.

Then, when the determination in step S145 is affirmative, the process proceeds to step S150, and the process corresponding to the avoidance action is executed. Specifically, when the brake operation is performed, it is assumed that the situation in which the AEB can be activated has been resolved, so the AEB activation schedule display is turned off. Also, if the steering operation is performed, the situation in which the AEB can be activated may be canceled by, for example, changing lanes, but there is a possibility that the situation in which the AEB can be activated still continues. be. Therefore, in this case, the process before step S140, for example, the process returns to step S135, and it is determined whether or not the AEB activation schedule should be displayed again, and the above-described processes are repeated.

At this time, for example, if the distance between the own vehicle and the preceding vehicle 80 is shorter than in the previous processing, the display shown in FIG. 6A changes to the display shown in FIG. 6B, or the display shown in FIG. The display can change according to the distance, such as changing to the display of 7A. This allows the driver to recognize that the AEB activation timing is approaching, and makes it easier for the driver to take measures to avoid the activation of the AEB.

On the other hand, if a negative determination is made in step S145, it is determined that the AEB is to be activated, and instead of displaying the activation schedule, various processes are executed to issue an AEB activation warning. Specifically, the process proceeds to step S155, and it is determined whether steering avoidance is possible, that is, whether avoidance by steering operation can be executed. This determination is made based on the detection result of the periphery monitoring sensor 4 . The conditions under which avoidance by steering operation can be executed include, for example, avoidance without contacting the preceding vehicle 80 when the steering operation is performed based on the relative speed and relative distance between the own vehicle and the preceding vehicle 80 . In addition, based on the presence of surrounding vehicles other than the preceding vehicle 80, obstacles such as walls around the own vehicle, the number of lanes, etc., the steering operation is not in a situation in which the vehicle will collide with an obstacle. is mentioned.

If the determination here is affirmative, the process proceeds to step S160, where the AEB activation schedule display is ended, and an AEB activation warning including an avoidance route display is performed prior to AEB activation with steering avoidance.

The avoidance route display is performed to make the driver aware of the behavior of the vehicle by displaying in which direction the vehicle turns by steering operation when AEB is activated. That is, when it is determined in step S155 whether or not the steering operation can be avoided, the direction in which the steering operation is possible is also determined, so the avoidance route is displayed in the direction in which the steering operation is possible. For example, as shown in FIG. 8, an avoidance route display showing a direction indication mark 74 indicating the direction of steering operation can be superimposed on the preceding vehicle 80 . Of course, if there is enough distance between the vehicle and the preceding vehicle 80 to display the avoidance route, the avoidance route display may be superimposed on the road.

The AEB activation warning is performed to make the driver aware that the AEB will be activated. For example, AEB activation warning is performed through auditory, tactile, visual, and other senses such as sound, vibration, seat belt tightening, LED (Light Emission Diode) flashing, and the above-mentioned avoidance route display is also an AEB activation warning Included in one form.

Subsequently, the process proceeds to step S165, and after a predetermined time, for example, 0.8 seconds from the AEB activation warning, AEB activation with steering avoidance is performed. Specifically, a control signal is sent to the EPS motor and brake actuator to steer the vehicle in the direction indicated by the avoidance route, thereby avoiding contact with an object such as the preceding vehicle 80 and generating braking force. to stop the vehicle. After that, the AEB ends when the vehicle is prevented from coming into contact with the object. Therefore, the various displays related to AEB activation and the AEB activation warning are terminated, and the processing shown in FIG. 4 is also terminated.

On the other hand, if a negative determination is made in step S155, the process proceeds to step S170, and since the situation is such that the steering cannot be avoided, only the AEB activation warning described in step S160 is performed instead of the AEB activation schedule display. . At this time, as shown in FIG. 9, for example, a braking operation display 75 such as "Brake!" indicating that the AEB will perform a braking operation can be displayed as an activation warning display. Then, the process proceeds to step S175, and after a predetermined time, for example, 0.8 seconds from the AEB activation warning, AEB activation without steering avoidance is performed. Specifically, a control signal is sent to the brake actuator to generate a braking force to stop the vehicle. After that, the AEB ends when the vehicle is prevented from coming into contact with the object. Therefore, the various displays related to AEB activation and the AEB activation warning are terminated, and the processing shown in FIG. 4 is also terminated.

As described above, driving support control and accompanying HUD display control are performed. Since such control is performed, the following effects can be obtained.

(1) Before the AEB activation warning, an activation schedule display indicating the location where the AEB is scheduled to be activated or the time when it is scheduled to be activated is displayed. Therefore, the driver can accurately grasp the AEB activation timing, and prior to the notification of the AEB activation to the driver called the AEB activation warning, the driver is allowed to perform an operation to avoid the activation of the AEB. It becomes possible to

(2) As an AEB activation schedule display, an AEB activation zone 72 is set as the location where the AEB is scheduled to be activated, and the AEB activation zone 72 is superimposed on the road. Therefore, the driver can visually grasp to what position the preceding vehicle 80 must approach before the AEB is activated.

(3) Also, the display of the AEB activation zone 72 is changed according to the distance between the own vehicle and the preceding vehicle 80. For example, as shown in FIGS. is displayed darker. Therefore, the driver can visually recognize that the distance until the AEB is activated is approaching.

(4) As an AEB activation schedule display, the time when the AEB is scheduled to be activated is set as a count gauge 73 , and the count gauge 73 is superimposed on the preceding vehicle 80 . Therefore, by checking the count gauge 73, the driver can visually grasp that the time until the AEB is activated is getting shorter.

(5) When the AEB is activated, if steering avoidance is possible as an AEB activation warning, an avoidance route display indicating the direction in which the steering is to be avoided is superimposed on the preceding vehicle 80 . Similarly, as an AEB activation warning, a display indicating that the AEB will perform a braking operation when the steering cannot be avoided is displayed. Therefore, it is possible to inform the driver that the AEB will be activated, and to make the driver prepare for the activation of the AEB.

(Second embodiment)
A second embodiment will be described. This embodiment differs from the first embodiment in the display method of the AEB activation zone 72, and is otherwise the same as the first embodiment. Therefore, only the differences from the first embodiment will be described. .

In this embodiment, the display of the AEB activation schedule in step S140 in the flowchart shown in FIG. The display mode is changed according to the speed.

Specifically, as the process of step S140, the deceleration caused when the AEB is activated is calculated based on the detection result of the surroundings monitoring sensor 4. FIG. Regarding this, the deceleration required to avoid contact is calculated based on the vehicle speed of the vehicle and the distance between the vehicle and the preceding vehicle 80 .

While displaying the AEB activation zone 72, the display mode is changed according to the deceleration that occurs when the AEB is activated. For example, as shown in FIGS. 10A to 10C, the display of the AEB activation zone 72 becomes darker as the deceleration increases. For example, if a first threshold value G1 and a second threshold value G2 larger than that are set, and the deceleration that occurs when the AEB is activated is less than the first threshold value G1, FIG. FIG. 10B, if it is equal to or greater than the second threshold value G2, it is assumed to be FIG. 10C. By changing the display of the AEB activation zone 72 in accordance with the deceleration in this way, it is possible to make the driver visually recognize the deceleration that occurs when the AEB is activated. Therefore, for example, it is possible to make it easier for the driver to take measures to avoid activation of the AEB.

(Third embodiment)
A third embodiment will be described. This embodiment is different from the first embodiment in the display method related to steering avoidance, and is otherwise the same as the first embodiment. Therefore, only the portions different from the first embodiment will be described.

In the present embodiment, it is determined whether or not steering avoidance is possible prior to the display of the AEB activation schedule, and display regarding steering avoidance can also be performed as the activation schedule display. Specifically, in the vehicle display system 1 of the present embodiment, the processing shown in FIG. 11 is executed.

First, for steps S100 to S135 shown in FIG. 11, the same processes as steps S100 to S135 shown in FIG. 4 described in the first embodiment are performed. Subsequently, in step S136, similarly to step S155 in FIG. 4, it is determined whether or not the steering can be avoided. Then, when the AEB activation schedule is displayed in step S140, the display reflects the determination result in step S136. Specifically, when it is determined that steering avoidance is possible at the time of AEB activation, a display indicating that steering avoidance is planned is displayed to display the AEB activation schedule. For example, as shown in FIG. 12, an avoidance route arrow 76 is displayed. Also, if the steering avoidance is not planned, the display shown in FIGS. 6A to 6C is performed to display the AEB activation schedule.

In this manner, a display regarding steering avoidance may be displayed as the AEB activation schedule display.

As for subsequent processing, the same processing as steps S145 to S175 in FIG. 4 is performed in steps S145 to S175 in FIG. In step S150, since it has already been determined in step S136 whether or not the steering can be avoided, the determination result may be used to determine whether the steering can be avoided or not. You can do it. If it is determined in step S155 that the steering can be avoided, the steering operation for avoiding the steering and the braking operation for stopping the vehicle are performed while the avoidance route is displayed as an AEB activation warning. In this case, the display of the AEB startup warning can be, for example, the display of FIG. If it is determined in step S155 that the steering cannot be avoided, a braking operation is performed to stop the vehicle while issuing an AEB activation warning. In this case, the display of the AEB activation warning can be, for example, the display of FIG.

(Fourth embodiment)
A fourth embodiment will be described. In contrast to the third embodiment, the present embodiment displays the AEB activation schedule display according to the expected deceleration. Only different parts will be explained.

In the present embodiment, the display of the AEB activation schedule in step S140 in the flowchart shown in FIG. 11 described in the third embodiment is made to take into consideration the deceleration that occurs when the AEB is activated.

Specifically, as the process of step S140, the deceleration caused when the AEB is activated is calculated based on the detection result of the perimeter monitoring sensor 4, as in the second embodiment. Then, when the AEB activation schedule is displayed in step S140, a display is performed in accordance with the determination result as to whether or not the steering can be avoided in step S136.

That is, when it is determined that the steering can be avoided, the avoidance route is indicated by an arrow and indicated by a gradation in which the display density gradually increases in the direction in which the deceleration acts on the driver. That is, when the steering operation is performed according to the avoidance route display, deceleration acts on the driver in the direction opposite to the turning direction of the vehicle caused by the steering operation. For this reason, as shown in FIG. 13, the gradation is set such that the outer position of the arrow 76 of the avoidance route in the turning direction is darker than the inner position or the tip.

Also, when it is determined that steering avoidance is not possible, that is, when only the AEB brake operation is performed without steering avoidance, deceleration acts on the driver as shown in FIG. A display 77 is performed, and the direction in which the deceleration acts is indicated by gradation in the display 77 . That is, when only the braking operation is performed, the deceleration acts on the driver toward the front of the vehicle, so the gradation is made darker on the far side from the vehicle.

In this manner, when the AEB is activated, the activation schedule can be displayed in a form that allows the driver to visually grasp the direction in which the deceleration acts. This allows the driver to grasp the direction in which the deceleration will act and prepare himself when the AEB is activated.

(Other embodiments)
Although the present disclosure has been described based on the above embodiment, it is not limited to the embodiment, and includes various modifications and modifications within the equivalent range. In addition, various combinations and configurations, as well as other combinations and configurations, including single elements, more, or less, are within the scope and spirit of this disclosure.

As an example, in each of the above-described embodiments, the display examples of the AEB activation zone 72 and the count gauge 73 are shown as the AEB activation schedule display, but other display forms may be used. For example, although the AEB activation zone 72 is displayed in the lane width of the driving lane behind the preceding vehicle 80, it does not have to be displayed in the entire lane width. In addition, although the time when the AEB is scheduled to be activated is indicated by the count gauge 73, the count value may be indicated.

In each of the above-described embodiments, the count gauge 73 is displayed when the distance between the own vehicle and the preceding vehicle 80 is short and the AEB activation zone 72 cannot be displayed on the road behind the preceding vehicle 80. ing. However, this is only an example of the case where the display of the AEB activation zone 72 and the display of the count gauge 73 are used together, and only one of these may be performed. In this case, the display of the count gauge 73 may be displayed superimposed on the preceding vehicle 80 when the distance between the own vehicle and the preceding vehicle 80 is short, and when the distance between the own vehicle and the preceding vehicle 80 is sufficient. Alternatively, the count gauge 73 may be superimposed on the road. Of course, other displays such as the arrow 76 of the avoidance route are superimposed on the road or superimposed on the preceding vehicle 80 depending on whether the distance between the own vehicle and the preceding vehicle 80 can be displayed on the road. You can choose to display it.

Further, when the AEB activation zone 72 cannot be displayed on the road, the count gauge 73 and the direction indication mark 74 superimposed on the preceding vehicle 80 are not displayed superimposed on the preceding vehicle 80, but displayed as simple icons, for example. You may

Further, in each of the above-described embodiments, a case has been described in which the partial driving support ECU 6 relating to the motion control of the vehicle executes, and the HCU 20 executes the part relating to the display. However, this does not mean that the HCU 20 performs only the portion related to display, and may perform various calculations and determinations using information used for vehicle motion control. For example, the HCU 20 can determine whether the distance between the vehicle and the object is equal to or less than a threshold value in step S135 in the flowchart of FIG. It may be executed with

Also, in the above-described embodiment, an example of the configuration of each functional unit provided in the HCU 20 was shown, but the configuration may not necessarily be the same as the example of the configuration shown in the above-described embodiment. For example, each functional unit need not be provided separately, and a plurality of functional units may be configured as one common functional unit, or one functional unit may be divided into a plurality of units. To give an example, the three-dimensional position specifying unit 204 has a function of specifying the planned travel route 71, which is the predicted trajectory content, the display of the start schedule of the AEB, the display position of the start warning, etc. It also has a function as an acquisition unit. These may exist as separate functional units.

It should be noted that the display controller and techniques thereof described in the present disclosure may be provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. It may be realized by Alternatively, the display controller and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the display controller and techniques described in this disclosure are a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. may be implemented by one or more dedicated computers configured by The computer program may also be stored as computer-executable instructions on a computer-readable non-transitional tangible recording medium.

1... vehicle display system, 2... HMI system, 3... ADAS locator, 4... periphery monitoring sensor, 5... vehicle control ECU, 6... driving support ECU, 10... front windshield, 70... angle of view, 71... scheduled run Route 72... AEB activation zone 73... Count gauge 74... Direction indicator 75... Braking operation display 76... Avoidance root arrow 77... Deceleration display 200... Captured image acquisition unit 201... Distance direction Acquisition unit 202 Vehicle position acquisition unit 203 High-precision map acquisition unit 204 Three-dimensional position identification unit 205 Viewpoint position identification unit 206 Invisible area estimation unit 207 Display generation unit 230 HUD Device

Claims (14)

Applied to a vehicle that activates a collision damage mitigation brake to avoid contact with an object in front of the vehicle, and controls a display device (230) to superimpose content on the foreground of the vehicle. A vehicle display control device for displaying,
an information acquisition unit (204) for acquiring information related to an activation schedule display indicating a place or time when the collision damage mitigation brake is scheduled to be activated;
In the display device, before activation of the collision damage mitigation brake is determined by a driving support control device (6) that executes the collision damage mitigation brake , the activation schedule display is displayed on the vehicle and the object. A display control device for a vehicle, comprising a display control unit (207) that superimposes display on a road between or the object. an own vehicle position acquisition unit (202) for acquiring the current vehicle position of the own vehicle;
a high-precision map acquisition unit (203) for acquiring map data including road shape data;
Using the vehicle position acquired by the vehicle position acquisition unit and the map data acquired by the high-precision map acquisition unit, the activation schedule display on the road or the object in the virtual three-dimensional space is performed. a three-dimensional position specifying unit (204) for specifying a display position and how to draw the activation schedule display;
2. The vehicle display control device according to claim 1, wherein said display control unit superimposes and displays said activation schedule display on said road or said object based on a result of identification by said three-dimensional position identification unit. 2. The vehicle according to claim 1, wherein when the distance between the own vehicle and the object becomes equal to or less than a threshold value, the display control unit superimposes the activation schedule display on the road or the object. Display controller. When the collision damage mitigation brake is activated, the display control unit causes the display device to display an activation warning for notifying that the collision damage mitigation brake will be activated instead of the activation schedule display. 4. The vehicle display control device according to any one of claims 1 to 3, wherein the display is superimposed on the road or the object. 5. The vehicle display control device according to claim 1, wherein said display control unit changes a display mode of said activation schedule display according to a distance between said vehicle and said object. The vehicle display control device according to any one of claims 1 to 4, wherein the display control unit makes the activation schedule display darker as the distance between the vehicle and the object is shorter. 5. The vehicle display control according to claim 1, wherein the display control unit changes a display mode of the activation schedule display according to deceleration that occurs when the collision damage mitigation brake is activated. Device. The vehicle display control device according to any one of claims 1 to 4, wherein the display control unit makes the activation schedule display darker as the deceleration that occurs when the collision damage mitigation brake is activated increases. When the collision damage mitigation brake is activated and steering operation is performed to avoid collision of the vehicle with the object, the display control unit displays the activation schedule display on the display device. 9. The vehicle display control device according to any one of claims 1 to 8, wherein, as a display, an avoidance route display indicating the direction in which the steering is to be avoided is superimposed on the road or the object. When the collision damage mitigation brake is activated and steering operation is performed to avoid collision of the vehicle with the object, the display control unit displays the activation schedule display on the display device. An avoidance route display indicating the steering avoidance direction is superimposed on the road or the object as display of an activation warning for notifying that the collision damage mitigation brake is to be activated instead of the display. 10. The vehicle display control device according to any one of 1 to 9. When the steering avoidance is not performed when the collision damage mitigation brake is activated, the display control unit activates the collision damage mitigation brake on the display device instead of the activation schedule display. 11. The display control device for a vehicle according to claim 10, wherein a braking operation display indicating that a braking operation will be performed is superimposed on said road or said object as an activation warning display for announcing the above. The display control unit applies a gradation in which display density of the activation schedule display gradually increases in accordance with a direction in which deceleration that occurs when the collision damage mitigation brake is activated acts as the activation schedule display. 12. A vehicle display control device according to Item 10 or 11. The display control unit causes the display device to display predicted trajectory content that displays the predicted trajectory that the vehicle should travel, thereby superimposing the predicted trajectory content on the road in front of the vehicle. 13. The vehicle display control device according to any one of claims 1 to 12, wherein when performing the activation schedule display, the superimposed display of the predicted trajectory content is stopped and the activation schedule display is performed. Applied to a vehicle that activates a collision damage mitigation brake to avoid contact with an object in front of the vehicle, and controls a display device (230) to superimpose content on the foreground of the vehicle. A display control method for a vehicle that causes
Acquiring information related to an activation schedule display that indicates the location or timing at which the collision damage mitigation brake is scheduled to be activated;
In the display device, before activation of the collision damage mitigation brake is determined by a driving support control device (6) that executes the collision damage mitigation brake , the activation schedule display is displayed on the vehicle and the object. and superimposing the display on the road between or on the object.

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