JP7293854B2 - Display control device and display control program - Google Patents

Description

The disclosure of this specification relates to a display control device and a display control program for controlling superimposed display by a head-up display.

Patent Literature 1 discloses a vehicle display device. This vehicular display device displays a guidance image that guides the driver to change lanes in the forward field of view of the passenger.

WO2015/118859

However, in Patent Literature 1, the stop position of the own vehicle is not accurately displayed. Therefore, it is required to transmit information related to the stop position of the own vehicle so that it can be easily recognized by the occupants of the own vehicle.

One of the purposes of the disclosure of this specification is to provide a display control device and a display control program that enable the occupant to accurately recognize information related to the stop position of the own vehicle.

One of the aspects disclosed herein is a head-up display (20) that is used in a vehicle and is capable of superimposing a display on the environment outside the own vehicle as a vehicle within a predetermined displayable angle of view (VA). A display control device for controlling display by
A stop position information grasping unit (73) for grasping information of a stop position (SP), which is information based on a stop cause in the environment, which is a cause for stopping the own vehicle, and is a position at which the own vehicle should be stopped;
A display generation unit that generates stop position content (Ct1) superimposed on the stop position as display content to be displayed on the head-up display when the stop position grasped by the stop position information grasping unit is included in the displayable angle of view. (74) and
The display generation unit selects one display content to be displayed from stop position emphasized content emphasizing the stop position and stop cause emphasized content emphasizing the cause of stop based on the relative position condition between the cause of the stop and the displayable angle of view. choose one.
In addition, another aspect disclosed is a head-up display (head-up display) that is used in a vehicle and can display a superimposed display on the environment outside the own vehicle as a vehicle within a predetermined displayable angle of view (VA). 20) A display control device for controlling display according to
A stop position information grasping unit (73) for grasping information of a stop position (SP), which is information based on a stop cause in the environment, which is a cause for stopping the own vehicle, and is a position at which the own vehicle should be stopped;
A display generation unit that generates stop position content (Ct1) superimposed on the stop position as display content to be displayed on the head-up display when the stop position grasped by the stop position information grasping unit is included in the displayable angle of view. (74) and
The stop position information grasping unit further grasps information of a braking start position at which braking of the own vehicle is started in order to stop the own vehicle at the stop position,
The display generator is
When the own vehicle passes the braking start position, the display form of the stop position content is toned down compared to before passing the braking start position,
Gradually increasing the tone-down effect in the display form of the stop position content as the host vehicle approaches the stop position from the braking start position,
When the ego vehicle stops at the stop position, the stop position content is faded out followed by a gradual increase in tone down effect.
In addition, another aspect disclosed is a head-up display (head-up display) that is used in a vehicle and can display a superimposed display on the environment outside the own vehicle as a vehicle within a predetermined displayable angle of view (VA). 20) A display control device for controlling display according to
A stop position information grasping unit (73) for grasping information of a stop position (SP), which is information based on a stop cause in the environment, which is a cause for stopping the own vehicle, and is a position at which the own vehicle should be stopped;
A display generation unit that generates stop position content (Ct1) superimposed on the stop position as display content to be displayed on the head-up display when the stop position grasped by the stop position information grasping unit is included in the displayable angle of view. (74) and
When the stop position is located outside the displayable angle of view, the display generation unit generates a stop icon (Cn1), which is relatively fixed to the configuration of the own vehicle and indicates the presence of the cause of the stop, instead of the stop position content. Generate as display content .

In addition, another aspect disclosed is a head-up display that is used in a vehicle and is capable of superimposing a display on the environment outside the own vehicle as a vehicle within a predetermined displayable angle of view (VA). A display control program for controlling display,
in at least one processing unit,
A process of grasping information of a stop position (SP), which is information based on a stop cause in the environment that is a cause for stopping the own vehicle, and is a position at which the own vehicle should be stopped;
a process of displaying stop position content (Ct1) superimposed on the stop position on the head-up display when the grasped stop position is included in the displayable angle of view;
Based on the relative position conditions between the cause of the stop and the displayable angle of view, one display content to be displayed on the head-up display from the stop position emphasized content that emphasizes the stop position and the stop cause emphasized content that emphasizes the stop cause. Execute the selection process.
In addition, another aspect disclosed is a head-up display that is used in a vehicle and is capable of superimposing a display on the environment outside the own vehicle as a vehicle within a predetermined displayable angle of view (VA). A display control program for controlling display,
in at least one processing unit,
A process of grasping information of a stop position (SP), which is information based on a stop cause in the environment that is a cause for stopping the own vehicle, and is a position at which the own vehicle should be stopped;
a process of displaying stop position content (Ct1) superimposed on the stop position on the head-up display when the grasped stop position is included in the displayable angle of view;
A process of further grasping information of a braking start position at which braking of the own vehicle is started in order to stop the own vehicle at the stop position;
When the own vehicle passes the braking start position, a process of toning down the display form of the stop position content compared to before passing the braking start position;
A process of gradually increasing the tone-down effect in the display form of the stop position content as the host vehicle approaches the stop position from the braking start position;
when the host vehicle stops at the stop position, a process of fading out the stop position content successively to the gradual increase of the tone-down effect is executed.
In addition, another aspect disclosed is a head-up display that is used in a vehicle and is capable of superimposing a display on the environment outside the own vehicle as a vehicle within a predetermined displayable angle of view (VA). A display control program for controlling display,
in at least one processing unit,
A process of grasping information of a stop position (SP), which is information based on a stop cause in the environment that is a cause for stopping the own vehicle, and is a position at which the own vehicle should be stopped;
a process of displaying stop position content (Ct1) superimposed on the stop position on the head-up display when the grasped stop position is included in the displayable angle of view;
When the stop position is outside the displayable angle of view, instead of the stop position content, a stop icon (Cn1) is displayed on the head-up display that is relatively fixed to the configuration of the own vehicle and indicates the existence of the cause of the stop. a process to cause to be executed ;

According to these aspects, the stop position content is displayed by the head-up display when the stop position based on the cause of the stop in the environment outside the host vehicle is included in the displayable angle of view of the head-up display. Since this stop position content is superimposed on the stop position based on the cause of the stop, passengers viewing the display on the head-up display can easily determine the stop position of their own vehicle regardless of whether the cause of the stop is directly visible. can be accurately recognized.

It should be noted that the reference numerals in parentheses exemplarily indicate the correspondence with the portions of the embodiment described later, and are not intended to limit the technical scope.

1 is a diagram showing an overview of an in-vehicle network including HCUs of the first embodiment; FIG. It is a figure which shows the mounting state to the vehicle of the head-up display of 1st Embodiment. It is a figure which shows the schematic structure of HCU of 1st Embodiment. FIG. 4 is a diagram showing a visualization of simulation of a display layout in the first embodiment; 4 is a table for explaining selection of display content according to the first embodiment; It is a figure which shows an example of a display of the pattern A in 1st Embodiment. It is a figure which shows an example of a display of the pattern B in 1st Embodiment. It is a figure which shows an example of a display of the pattern C in 1st Embodiment. It is a figure which shows an example of a display of the pattern D in 1st Embodiment. It is a figure which shows an example of a display of the pattern E in 1st Embodiment. It is a figure which shows an example of a display of the pattern F in 1st Embodiment. It is a figure which shows an example of the display of the pattern G in 1st Embodiment. It is a figure which shows an example of a display of the pattern H in 1st Embodiment. 7 is a flowchart for explaining display control processing of the HCU in the first embodiment; FIG. 11 is a diagram showing a visualization of simulation of a display layout in the second embodiment; It is a figure which shows an example of a display in 2nd Embodiment. FIG. 21 is a diagram showing an example of display in modification 6; FIG. 21 is a diagram showing an example of display in modified example 8; FIG. 21 is a diagram showing another example of display in modified example 8;

A plurality of embodiments will be described below with reference to the drawings. Note that redundant description may be omitted by assigning the same reference numerals to corresponding components in each embodiment. When only a part of the configuration is described in each embodiment, the configurations of other embodiments previously described can be applied to other portions of the configuration. In addition, not only the combinations of the configurations specified in the description of each embodiment, but also the configurations of a plurality of embodiments can be partially combined even if they are not specified unless there is a particular problem with the combination. .

(First embodiment)
As shown in FIGS. 1 and 2, the display control device according to the first embodiment of the present disclosure is an HCU (Human Machine Interface Control Unit) 100. FIG. The HCU 100 configures an HMI (Human Machine Interface) system 10 used in a vehicle together with a head up display (HUD) 20 and the like. The HMI system 10 further includes an operation device 26, a driver status monitor (DSM) 27, and the like. The HMI system 10 has an input interface function for accepting user operations by a passenger (eg, driver) of the vehicle α, and an output interface function for presenting information to the driver.

The HMI system 10 is communicatively connected to a communication bus 99 of an in-vehicle network mounted on the vehicle α. HMI system 10 is one of a plurality of nodes provided in an in-vehicle network. For example, a peripheral monitoring sensor 30, a locator 40, a driving support ECU (Electronic Control Unit) 50, and a DCM 53 are connected as nodes to the communication bus 99 of the in-vehicle network. These nodes connected to the communication bus 99 can communicate with each other.

The surroundings monitoring sensor 30 is an autonomous sensor that monitors the environment outside the vehicle α, more specifically, the surrounding environment of the vehicle α. 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 α, as well as falling objects on the road, guardrails, curbs, road signs, lane markings, and the like. road markings, stationary objects such as road frame structures, etc. can be detected. The surroundings monitoring sensor 30 provides the driving assistance ECU 50, the HCU 100, and the like with detection information obtained by detecting objects around the vehicle α through the communication bus 99. FIG.

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 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 α 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 α. The millimeter wave radar 32 generates detection information by receiving reflected waves reflected by moving and stationary objects. In addition, detection configurations such as lidar and sonar may be included in the surroundings monitoring sensor 30 .

The locator 40 generates highly accurate position information and the like of the vehicle α by composite positioning that combines a plurality of acquired information. The locator 40 can specify, for example, the lane on which the vehicle α 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 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 includes, for example, a gyro sensor and an acceleration sensor. The high-precision map DB 43 is mainly composed of a non-volatile memory, and stores map data with higher precision than that used for normal navigation (hereinafter referred to as high-precision map data). The high-precision map data includes information that can be used for automatic driving and advanced driving assistance, such as three-dimensional road shape information, lane number information, and information indicating the direction of travel allowed for each lane.

The locator ECU 44 mainly includes a microcomputer having a processor, a RAM, a memory, an input/output interface, and a bus connecting 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 vehicle position and traveling direction of the vehicle α. The locator ECU 44 provides the driving support ECU 50, the HCU 100, and the like with position information and direction information of the vehicle α based on the positioning result through the communication bus 99. FIG.

In addition, the locator ECU 44 determines whether or not the required high-definition map data exists in the high-definition map DB 43 in response to a request from the HCU 100 or the like. If the requested high-definition map data exists in the high-definition map DB 43, the locator ECU 44 reads out the corresponding high-definition map data from the high-definition map DB 43 and provides it to the HCU 100 that made the request.

The driving support ECU 50 has a configuration that mainly includes a computer that includes a processor, a RAM, a storage unit, an input/output interface, and a bus that connects them. The driving assistance ECU 50 has at least one of a driving assistance function that assists the driving operation of the driver and a substitute driving function that can perform the driving operation on behalf of the driver. The driving support ECU 50 recognizes the surrounding environment of the vehicle α based on the detection information acquired from the surrounding monitoring sensor 30 .

The driving assistance ECU 50 can provide the HCU 100 with the analysis result of the detection information performed for recognizing the surrounding environment as the analyzed detection information. As an example, the driving support ECU 50 may include information extracted from the imaging data of the front camera 31, specifically information such as the relative position, moving speed, moving direction, size and type of other vehicles in the front range. is provided to the HCU 100. The driving assistance ECU 50 also provides the HCU 100 with information such as the relative position, size and type of road signs present in the forward range.

The driving assistance ECU 50 realizes automatic driving or advanced driving assistance of the vehicle α by executing the program stored in the storage unit by the processor. Specifically, the driving support ECU 50 realizes an ACC (Adaptive Cruise Control) function, an LTC (Lane Trace Control) function, an LCA (Lane Change Assist) function, a stop support function, a restart support function, and the like. .

The ACC function is a function for causing the vehicle α to run at a constant speed at a target vehicle speed, or for causing the vehicle α to follow the vehicle while maintaining the inter-vehicle distance to the preceding vehicle.

The LTC function is a function of controlling the steering angle of the steered wheels of the vehicle α based on the shape information of the lane markings extracted from the imaging data of the front camera 31 . The LCA function is a function for changing the lane in which the vehicle α travels by automatically controlling the steering angle of the steered wheels of the vehicle α while the LTC function is operating. The driving assistance ECU 50 can generate a planned travel locus PR expected as the travel route of the vehicle α based on the LTC function and the LCA function.

The stop support function is a function of controlling a braking device (for example, a braking device) of the vehicle α so as to stop the vehicle α at the stop position SP based on the cause of the stop existing on the planned travel locus PR. .

The cause of the stop is, for example, a traffic signal TS that is installed on the road, and is in a state where a stop signal is displayed (for example, a red signal is lit), a temporary stop displayed on the road surface, etc. Road signs indicating to stop (e.g. stop lines), pedestrians or bicycles crossing pedestrian crossings or bicycle crossings, presence of restricted areas on the road surface where road construction is being carried out, railroad crossings where trains are passing, Examples include a preceding other vehicle that is stopped.

The driving assistance ECU 50 sets the stop position SP to an appropriate position corresponding to the cause of the stop. The stop position SP in the present embodiment is a position corresponding to the tip portion of the vehicle α when stopped. For example, when the cause of the stop is a traffic signal TS displaying a stop signal, and a stop line corresponding to the traffic signal TS is displayed on the road surface, the stop position SP overlaps the stop line. is set to Further, for example, if the cause of the stop is another preceding vehicle that is stopped, the stop position SP is set at a position spaced a predetermined distance from the rear end of the preceding other vehicle toward the vehicle α side.

Further, the driving assistance ECU 50 sets an operation start position (hereinafter referred to as a braking start position BP) of the braking device for stopping the vehicle α at the stop position SP on the vehicle α side of the stop position SP. The driving support ECU 50 provides the HCU 100 with information on the planned travel locus PR, information on the stop position SP, information on the braking start position BP, and the like.

The re-start support function is a function that controls the driving device (e.g. accelerator device) of the vehicle α so as to restart or re-accelerate the vehicle α to travel along the planned travel locus PR when the cause of the stop disappears. be.

The disappearance of the cause of the stop referred to here means that, for example, if the cause of the stop is a traffic signal TS displaying a stop signal, the display of the stop signal is changed to the display of a progress signal (for example, a green light). be done. Other examples of the disappearance of the cause of the stop include a pedestrian crossing the pedestrian crossing has finished crossing, and the stopped preceding other vehicle has restarted.

A DCM (Data Communication Module) 53 is a communication module mounted on the vehicle α. The DCM 53 transmits and receives radio waves between the vehicle α and surrounding base stations through wireless communication conforming to communication standards such as LTE (Long Term Evolution) and 5G. By installing the DCM 53, the vehicle α becomes a connected car connected to the Internet. The DCM 53 acquires the latest high-precision map data of the road on which the vehicle α travels from a cloud-like probe server.

Next, details of the operation device 26, DSM 27, HUD 20 and HCU 100 included in the HMI system 10 will be described in order.

The operation device 26 is an input unit that receives user operations by a driver or the like. The operation device 26 receives user operations for switching between activation and deactivation, and for changing various settings of, for example, the ACC function, LTC function, stop support function or restart support function, cooling/heating function, audio function, and the like. be. For example, a steering switch provided on the spoke portion of the steering wheel, a touch panel integrated with the display of the navigation device, an operation lever provided on the steering column portion 8, a gesture detection device for detecting gestures as user operations, etc. is included in the operating device 26 .

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 portion 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 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 of the windshield WS. Light projected onto the windshield WS is reflected to the driver's side and perceived by the driver. The driver visually recognizes a display in which the virtual image Vi is superimposed on the environment outside the vehicle α seen through the windshield WS, that is, the scenery.

The HUD 20 has a display 21 and a light guide section 22 . The display 21 displays each frame image of the video data on the display screen. The display 21 may be a liquid crystal type display that projects an image by transmitting or reflecting light from a backlight to a liquid crystal panel, a self-luminous display such as a micro LED type or an organic EL type display, or a laser scanner type display. , a DLP (Digital Light Processing; registered trademark) type display using a DMD (Digital Micromirror Device), or the like can be employed. The light guide section 22 guides the light emitted from the display to the projection range described above. The light guide section 22 includes one or more mirrors such as a concave mirror, a plane mirror, and a convex mirror, and preferably has a function of enlarging the displayable angle of view VA of the virtual image Vi.

A displayable angle of view VA as shown in FIG. 2 is set in the HUD 20 described above. The displayable angle of view VA is an angle range in which the virtual image Vi can be displayed by the HUD 20 with reference to the driver's eye point EP. More specifically, if all the pixels on the display screen are turned on, the vertical angle of view is defined as the angle formed by both vertical outer edges of the virtual image Vi to be displayed on the imaging plane with respect to the eye point EP. Similarly, the horizontal angle of view is defined as the angle formed by both horizontal outer edges of the imaging plane with respect to the eye point EP. In the HUD, the horizontal angle of view (for example, about 5 to 10 degrees) in the horizontal direction is larger than the vertical angle of view (for example, about 15 to 25 degrees) corresponding to the vertical direction of the vehicle.

The HUD 20 displays the display content as a virtual image Vi. The displayed content includes the follow content Ct and the non-follow content Cn.

The follow-up content Ct is an AR display object used for augmented reality (AR) display. The display position of the follow-up content Ct is associated with a specific superimposed object existing in the environment outside the vehicle α, such as a road surface, other vehicles ahead, pedestrians, and road signs. The superimposition target may be visible to the driver or may be hidden in a blind spot and invisible to the driver. The follow-up content Ct is superimposed and displayed on a specific superimposition target, and can move the apparent display position from the eye point EP by following the superimposition target so as to be fixed relative to the superimposition target. . That is, the superimposition state of the follow-up content Ct with the superimposition target is continuously maintained as the vehicle α moves or the superimposition target moves.

The non-following content Cn is a non-AR display object other than the following content Ct among the objects superimposed on the environment outside the vehicle α. Unlike the follow-up content Ct, the non-follow-up content Cn is superimposed and displayed in the environment outside the vehicle α in a state where it is not superimposed on a specific superimposition target. The non-following content Cn is displayed as if it is relatively fixed to the vehicle configuration such as the windshield WS without following a specific superimposition target. Depending on the positional relationship between the vehicle α and the object to be superimposed, even the non-following content Cn may be superimposed on a pedestrian or the like accidentally or temporarily.

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 . As shown in FIG. 1, 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) and a GPU (Graphic Processing Unit). The processing unit 11 may be configured to further include an IP core having an FPGA (Field-Programmable Gate Array) and other dedicated functions. 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 has a plurality of functional units for controlling superimposed display of display content by the HUD 20 by executing the display control program stored in the storage unit 13 by the processing unit 11 . Specifically, as shown in FIG. 3, the HCU 100 includes functional units such as a viewpoint position specifying unit 71, a vehicle position specifying unit 72, an information acquisition unit 73, a display generation unit 74, and the like.

The viewpoint position specifying unit 71 specifies the position of the eye point EP of the driver sitting in the driver's seat based on the state information acquired from the DSM 27 . The viewpoint position specifying unit 71 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 74 .

The vehicle position specifying unit 72 acquires the latest position information and direction information about the vehicle α from the locator ECU 44 as the own vehicle position information. In addition, the vehicle position specifying unit 72 acquires high-precision map data of the surrounding area of the vehicle α from the locator ECU 44 . The vehicle position specifying unit 72 may acquire high-precision position data from a probe server or the like through the DCM 53 . The position of the vehicle α is specified with high accuracy from the vehicle position information and the high-precision map data acquired by the vehicle position specifying unit 72 . The vehicle position specifying unit 72 sequentially provides the acquired vehicle position information and high-precision map data to the display generation unit 74 .

The information acquisition unit 73 acquires detection information of the environment outside the vehicle α, ie, external world information, based on a signal input from at least one of the surroundings monitoring sensor 30 and the driving support ECU 50 via the communication bus 99 . The external world information includes at least information about the cause of the stop that should cause the vehicle α to stop.

The information acquisition unit 73 also acquires information on the planned travel locus PR, information on the stop position SP, information on the braking start position BP, and the like, which are output to the communication bus 99 by the driving support ECU 50 . The information acquisition unit 73 sequentially provides the display generation unit 74 with information on the planned travel locus PR, information on the stop position SP, and information on the braking start position BP. In this embodiment, the information input to the information acquisition unit 73 is the analysis result obtained by the driving support ECU 50 recognizing the driving environment. When the analysis result is input in this way, the information acquisition unit 73 can grasp information such as the stop position SP included in the analysis result without performing the analysis by itself.

Further, the information acquisition unit 73 may acquire the above various information through the DCM 53 through road-to-vehicle communication or vehicle-to-vehicle communication. Such information acquisition complements the function of the perimeter monitoring sensor 30, particularly at night or when the weather is bad, and can increase the accuracy of stop cause information, stop position SP information, and the like. The information acquisition unit 73 sequentially provides the acquired various information to the display generation unit 74 .

The display generation unit 74 controls presentation of information to the driver by the HUD 20 by generating video data to be sequentially output to the HUD 20 . The display generation unit 74 draws the original image of the display content displayed as the virtual image Vi on each frame image forming the video data. When drawing the original image of the follow-up content Ct on the frame image, the display generation unit 74 corrects the drawing position and the drawing shape according to the eyepoint EP and each position of the superimposition target. As described above, the follow-up content Ct is displayed in a position and shape that is correctly superimposed on the superimposition target when viewed from the eyepoint EP.

The display generation unit 74 further has a virtual layout function and a content selection function in order to realize the above-described video data generation function. The virtual layout function is a function of simulating the display layout of the follow-up content Ct based on various information provided to the display generator 74 . As shown in FIG. 4, the display generator 74 reproduces the current environment outside the vehicle α in the virtual space based on the vehicle position information and the high-precision map data.

More specifically, the display generator 74 sets the own vehicle object AO at the reference position in the virtual three-dimensional space. The display generator 74 associates the road model of the shape indicated by the high-precision map data with the own vehicle object AO based on the own vehicle position information, and maps it in a three-dimensional space. The display generator 74 maps the planned travel locus PR having a shape based on the locus shape information on the road model. When the other vehicle is present, the display generation unit 74 arranges the other vehicle object OO having a size based on the size information of the other vehicle based on the relative position information of the other vehicle.

The display generation unit 74 arranges a virtual planned traveling locus object PO tracing the planned traveling locus PR on the road surface of the road model in the three-dimensional space. The planned travel locus object PO is placed over the planned travel locus PR and has a shape extending along the road model. When the road model is curved in a scene where the vehicle travels on a curve, etc., the planned travel locus PR and the planned travel locus object PO also have a curved shape that matches the road model.

If there is a stop cause, the display generation unit 74 arranges the stop cause object CO having a size based on the size information of the stop cause based on the relative position information of the stop cause. The display generation unit 74 arranges the virtual stop position object SO at the stop position SP at which the vehicle α should be stopped in relation to this stop cause. In addition, the display generator 74 arranges the virtual braking start position object BO at the braking start position BP for stopping the vehicle α at the stop position SP.

Furthermore, the display generation unit 74 sets the virtual camera position CP and the virtual angle of view 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 74 successively corrects the virtual camera position CP with respect to the own vehicle object AO based on the latest eyepoint coordinates acquired by the viewpoint position identification unit 71 . The virtual angle of view SA is a range in which the virtual image Vi can be superimposed and displayed, and is a virtual range corresponding to the displayable angle of view VA of the HUD 20 .

The content selection function is, as shown in FIG. 5, a function of selecting display content used for presenting information. The display generation unit 74 activates the stop support function and the restart support function based on the driver's ON operation, and when the cause of the stop is detected, the display generation unit 74 generates information on the cause of the stop, information on the planned travel path PR, and information on the stop position SP. , and braking start position BP, and display layout simulation results. The display generation unit 74 selectively uses the follow-up content Ct and the non-follow-up content Cn to display information related to stop control.

The display content drawn by the display generation unit 74 includes stop position content Ct1, stop position emphasized content Ct2, stop cause emphasized content Ct3, and braking start position content Ct4 as content belonging to the following content Ct. Furthermore, the display content drawn by the display generation unit 74 includes a stop icon Cn1 as content belonging to the non-following content Cn.

The stop position content Ct1 is content that notifies the driver of the stop position SP at which the vehicle α should be stopped by being superimposed on the stop position SP. The stop position content Ct1 is set so as to overlap the position where the stop position object SO in the virtual space is arranged. In the present embodiment, the stop position content Ct1 is displayed in the form of a single line (for example, a white line) extending in a direction intersecting with one or both of the extending direction of the lane and the planned travel trajectory PR, such as the stop line of the lane. (See FIGS. 6-9).

For example, when a stop line is actually marked on the road surface corresponding to the traffic signal TS as the cause of the stop, the stop position content Ct1 is superimposed on the stop line road marking as the actual object. At this time, it may not be completely superimposed on the stop line as the actual object, and may be displayed offset to the vehicle α side (safer side) than the stop line. Further, for example, when the stop position SP corresponding to the cause of the stop is not based on a sign but is calculated by the driving assistance ECU 50, the stop position content Ct1 is located at a position corresponding to the virtual stop position object SO on the road surface. will be superimposed. For example, if the cause of the stop is another preceding vehicle, the stop position SP is set at a position at a predetermined distance from the rear end of the preceding other vehicle to the vehicle α side, so the stop position content Ct1 also has this distance. It is arranged so as to overlap with the vacant position.

The stop position emphasis content Ct2 is content that makes it easier for the driver to notice the stop position SP by emphasizing the stop position content Ct1 when the stop position content Ct1 is displayed. In the present embodiment, the stop position emphasized content Ct2 is displayed in a form in which an emphasized icon resembling a stop road sign is attached above the stop position content Ct1. The emphasis icon has a configuration including, for example, an inverted triangular frame and an exclamation point arranged inside the frame (see FIGS. 8 and 9).

The stop cause emphasis content Ct3 is content that makes it easier for the driver to notice the stop cause by emphasizing the stop cause. In the present embodiment, the stop cause emphasizing content Ct3 is superimposed on the stop cause and is displayed in a rectangular frame shape that surrounds the stop cause (see FIGS. 6, 7, 10, and 11).

The braking start position content Ct4 is content that notifies the driver of the braking start position BP of the vehicle α by being superimposed on the braking start position BP. The braking start position content Ct4 is set so as to overlap the position where the braking start position object BO in the virtual space is arranged. In this embodiment, the braking start position content Ct4 is displayed on the road surface on the vehicle α side of the stop position content Ct1 in the form of a single line that intersects one or both of the extension direction of the lane and the planned travel trajectory PR. (see Figures 6, 8, 10, 12). The braking start position content Ct4 is preferably displayed in a color different from that of the stop position content Ct1 (for example, in a red line). The difference in color makes it easier for the driver to distinguish between the stop position content Ct1 and the braking start position content Ct4.

The stop icon Cn1 is content that notifies the driver of the presence of a stop cause when the stop position content Ct1 is not displayed. The stop icon Cn1 is displayed, for example, at a position avoiding superimposition with the road surface, at an outer peripheral portion within the displayable angle of view VA of the HUD 20, or the like, as if it is relatively fixed to the vehicle configuration. The stop icon Cn1 of the present embodiment is an icon imitating a stop road sign, and includes, for example, an inverted triangle frame and an exclamation mark arranged inside the frame ( 10-13).

These display contents are selected for generation when the cause of the stoppage is detected. These display contents are superimposed objects such as the stop position SP, the cause of the stop, the braking start position BP, etc., which are included in the displayable angle of view VA of the HUD 20 or are positioned outside the displayable angle of view VA. It is selected based on the relative position condition with respect to the displayable angle of view VA. In practice, it is selected based on the relative position condition between the object corresponding to the superimposition target in the virtual space and the virtual angle of view SA.

Specifically, when the stop position SP is included in the displayable angle of view VA, it is set to draw and display the stop position content Ct1. Along with this, it is set that the stop icon Cn1 is hidden. Conversely, when the stop position SP is positioned outside the displayable angle of view VA, it is set that the stop position content Ct1 is hidden and that the stop icon Cn1 is displayed. That is, the display generation unit 74 selects one of the stop position content Ct1 and the stop icon Cn1 to be displayed based on the relative position condition between the stop position SP and the displayable angle of view VA.

When the stop position content Ct1 is displayed, if the stop cause is included within the displayable angle of view VA, it is set to draw and display the stop cause emphasized content Ct3. Along with this, it is set that the stop position emphasized content Ct2 is not displayed. Conversely, when the stop cause is located outside the displayable angle of view VA, it is set that the stop cause emphasized content Ct3 is not displayed, and the stop position emphasized content Ct2 is set to be displayed. That is, the display generation unit 74 selects one of the stop position emphasized content Ct2 and the stop cause emphasized content Ct3 to be displayed based on the relative position condition between the stop cause and the displayable angle of view VA.

Further, when the braking start position BP is included within the displayable angle of view VA, it is set to draw and display the braking start position content Ct4. Conversely, when the braking start position BP is positioned outside the displayable angle of view VA, it is set that the braking start position content Ct4 is not displayed.

Specifically, when the stop position SP is within the displayable angle of view VA, the position of the stop cause (for example, traffic signal TS) is within the displayable angle of view VA, and the braking start position BP is within the displayable angle of view. , pattern A is selected. As shown in FIG. 6, in pattern A, the stop position content Ct1 is displayed, the stop position emphasized content Ct2 is not displayed, the stop cause emphasized content Ct3 is displayed, the braking start position content Ct4 is displayed, and the stop icon Cn1 is displayed. is not displayed.

If the stop position SP is within the displayable angle of view VA, the position of the cause of the stop (for example, a traffic signal TS) is within the displayable angle of view VA, and the braking start position BP is outside the displayable angle of view, the pattern B is selected. As shown in FIG. 7, in pattern B, the stop position content Ct1 is displayed, the stop position emphasized content Ct2 is not displayed, the stop cause emphasized content Ct3 is displayed, the braking start position content Ct4 is not displayed, and the stop icon is displayed. Cn1 is not displayed.

When the stop position SP is within the displayable angle of view VA, the position of the stop cause (for example, traffic signal TS) is outside the displayable angle of view VA, and the braking start position BP is within the displayable angle of view VA, Pattern C is selected. As shown in FIG. 8, in pattern C, stop position content Ct1 is displayed, stop position emphasized content Ct2 is displayed, stop cause emphasized content Ct3 is not displayed, braking start position content Ct4 is displayed, and stop icon Cn1 is displayed. is not displayed.

When the stop position SP is within the displayable angle of view VA, the position of the stop cause (for example, traffic signal TS) is outside the displayable angle of view VA, and the braking start position BP is outside the displayable angle of view VA, Pattern D is selected. As shown in FIG. 9, in pattern D, the stop position content Ct1 is displayed, the stop position emphasized content Ct2 is displayed, the stop cause emphasized content Ct3 is not displayed, the braking start position content Ct4 is not displayed, and the stop icon is displayed. Cn1 is not displayed.

When the stop position SP is outside the displayable angle of view VA, the position of the stop cause (for example, traffic signal TS) is within the displayable angle of view VA, and the braking start position BP is within the displayable angle of view VA, Pattern E is selected. As shown in FIG. 10, in pattern E, the stop position content Ct1 is not displayed, the stop position emphasized content Ct2 is not displayed, the stop cause emphasized content Ct3 is displayed, the braking start position content Ct4 is displayed, and the stop icon is displayed. Cn1 is not displayed.

When the stop position SP is outside the displayable angle of view VA, the position of the stop cause (for example, traffic signal TS) is within the displayable angle of view VA, and the braking start position BP is outside the displayable angle of view VA, Pattern F is selected. As shown in FIG. 11, in pattern F, the stop position content Ct1 is not displayed, the stop position emphasized content Ct2 is not displayed, the stop cause emphasized content Ct3 is displayed, the braking start position content Ct4 is not displayed, and the vehicle stops. Icon Cn1 is not displayed.

When the stop position SP is outside the displayable angle of view VA, the position of the stop cause (for example, traffic signal TS) is outside the displayable angle of view VA, and the braking start position BP is within the displayable angle of view VA, Pattern G is selected. As shown in FIG. 12, in pattern G, the stop position content Ct1 is not displayed, the stop position emphasized content Ct2 is not displayed, the stop cause emphasized content Ct3 is not displayed, the braking start position content Ct4 is displayed, and the vehicle stops. An icon Cn1 is displayed.

When the stop position SP is outside the displayable angle of view VA, the position of the stop cause (for example, traffic signal TS) is outside the displayable angle of view VA, and the braking start position BP is outside the displayable angle of view VA, Pattern H is selected. As shown in FIG. 13, in pattern H, stop position content Ct1 is not displayed, stop position emphasized content Ct2 is not displayed, stop cause emphasized content Ct3 is not displayed, braking start position content Ct4 is not displayed, A stop icon Cn1 is displayed.

In addition, the display content drawn by the display generation unit 74 further includes planned travel locus content Ct5 as content belonging to the following content Ct. The planned travel locus content Ct5 is content that is superimposed on the road surface and notifies the driver of the planned travel locus PR. The planned traveling locus content Ct5 is set so as to overlap the position where the planned traveling locus object PO in the virtual space is arranged. The planned travel locus content Ct5 is displayed in the form of one line (eg, white line) along the shape of the planned travel locus object PO.

The planned travel locus content Ct5 is selected as display content drawn by the display generation unit 74 when the driving assistance ECU 50 is in the ON state of automatic driving or advanced driving assistance. Here, the case where the automatic driving or advanced driving assistance is on means that at least the LTC function and the LCA function are enabled. In particular, in this embodiment, when the ACC function, LTC function, LCA function, stop support function, and re-start support function are enabled, automatic driving or advanced driving support is on.

The display form of the planned travel locus content Ct5 is changed according to the presence or absence of the cause of the stop. When there is no cause of stop, the planned traveling locus content Ct5 is displayed so as to overlap the entire planned traveling locus object PO in the virtual space (this is referred to as full display). Of course, even in full display, it is impossible to display outside the displayable angle of view VA, so there is a premise that the range of the planned running locus object PO that is outside the virtual angle of view SA is excluded from the display target.

When there is a cause for stopping, the planned traveling locus content Ct5 is displayed in a form in which the portion PO1 on the opposite side of the vehicle α across the stop position object SO from the planned traveling locus object PO in the virtual space is erased. (this is called partial display). That is, only the range of the planned running locus object PO that overlaps with the portion PO2 on the front side of the stop position object SO is to be displayed.

Next, the details of the display control method for selecting and switching display content based on the display control program will be described with reference to the flowchart of FIG. A series of display control processing based on this flowchart is repeatedly performed at an appropriate start timing, for example, in a state where the vehicle α is powered on and power is being supplied to the HCU 100 .

In addition, in parallel with each processing of the flowchart, as described above, the position of the driver's eye point EP is specified by the viewpoint position specifying unit 71, the position of the vehicle α is specified by the vehicle position specifying unit 72, and the information acquisition unit 73 Acquisition of various information by is carried out sequentially. Based on these, updating of the virtual space by the display generating unit 74 and generation of the latest video data based on the updating (for example, changing the display position of the follow-up content Ct) are also sequentially performed.

In S101, the display generation unit 74 determines whether automatic driving or advanced driving assistance is on. If affirmative determination is made in S101, it will move to S102. If a negative determination is made in S101, the process moves to S110.

In S102, the display generation unit 74 sets the planned travel locus content Ct5 to full display. After the processing of S102, the process immediately proceeds to S103.

In S103, the display generation unit 74 determines whether or not a stop cause has been detected in the environment outside the vehicle α. If affirmative determination is made in S103, it will move to S104. If a negative determination is made in S103, the series of processes is terminated, and video data for displaying all of the planned travel locus content Ct5 is sequentially generated until the next series of processes is performed again.

In S104, the display generation unit 74 selects display content to be drawn based on the relative position condition between the superimposition target and the displayable angle of view VA. After the processing of S104, the process immediately proceeds to S105.

In S105, the display generation unit 74 sets the planned travel locus content Ct5 to partial display. As a result, the display generation unit 74 sequentially generates video data including the display content selected in S104 and the scheduled traveling locus content Ct5 for partial display. After the processing of S105, the process proceeds to S106.

When the vehicle α exceeds the braking start position BP and the operation of the braking device is started, that is, when the vehicle α starts the stopping action, the display form of the stop position content Ct1 is changed to before the stopping action is started, that is, at the braking start position It is toned down compared to before passing the BP. Tone-down in the present embodiment is display processing that reduces the driver's attraction to content.

Toning down includes, for example, a process of lowering the brightness of content, a process of lowering the saturation of the display color of content, a process of thinning lines of content, a process of reducing the size of content, and the like. In this embodiment, the degree of tone down gradually increases as the vehicle α approaches from the braking start position BP to the stop position SP. In other words, the display generation unit 74 generates video data including the stop position content Ct1 such that the tone-down effect gradually increases.

In S106, the display generation unit 74 determines whether there is host vehicle stop information indicating that the vehicle α has stopped at the stop position SP or stop cause disappearance information indicating that the stop cause has disappeared. If a negative determination is made in S106, the process returns to S104 again. When an affirmative determination is made in S106, the process proceeds to S107.

In S107, the display generation unit 74 selects the display content selected as the display target in S104 among the stop position content Ct1, the stop position emphasized content Ct2, the stop cause emphasized content Ct3, the braking start position content Ct4, and the stop icon Cn1. erase. After the processing of S107, the process proceeds to S108.

In particular, erasing in the present embodiment is effected by fading out the display content to be erased by continuously performing the above-described gradual increase of the tone-down effect.

In S108, the display generation unit 74 starts the stopping action based on the re-start information indicating that the vehicle α has stopped at the stop position SP and then restarted or the stop cause, and then re-accelerates after the stop cause disappears. Re-acceleration information indicating that the vehicle has started is acquired through the vehicle position specifying unit 72 or the information acquiring unit 73 . After the processing of S108, the process proceeds to S109.

In S109, the display generation unit 74 sets the planned travel locus content Ct5 to full display. That is, the range corresponding to the portion PO1 that was not displayed while the stop position content Ct1 was being displayed is displayed. With S109, the series of processes is terminated, and video data for displaying all of the planned travel locus content Ct5 is sequentially generated until the next series of processes is performed again.

On the other hand, in S110 after a negative determination is made in S101, the display generation unit 74 sets the planned travel locus content Ct5 to non-display. That is, when automatic driving or advanced driving assistance is not on, the planned travel locus content Ct5 is not displayed at all. After S110, the process proceeds to S111.

S111 is the same process as S103, S112 is the same process as S104, S113 is the same process as S106, and S114 is the same process as S107. A series of processing ends with S107.

In the first embodiment, the vehicle α corresponds to the "own vehicle", the HCU 100 corresponds to the "display control device" that controls the display by the HUD 10, and the information acquisition unit 73 grasps the information of the stop position SP. It corresponds to the "stop position information grasping unit".

(Effect)
The effects of the first embodiment described above will be described again below.

According to the first embodiment, the stop position content Ct1 is displayed by the HUD 20 when the stop position SP based on the cause of the stop in the environment outside the vehicle α as the own vehicle is included in the displayable angle of view VA of the HUD 20. . Since this stop position content Ct1 is superimposed on the stop position SP based on the cause of the stop, the occupant viewing the display of the HUD 20 can see the stop position SP of the vehicle α regardless of whether or not the cause of the stop is directly visible. can be accurately recognized.

Further, according to the first embodiment, the HUD 20 displays the stop cause emphasizing content Ct3 when the stop cause is included in the displayable angle of view VA. Since this stop cause emphasizing content Ct3 directly emphasizes the stop cause, the occupant viewing the display on the HUD 20 can accurately recognize the stop cause.

Further, according to the first embodiment, when the stop cause is positioned outside the displayable angle of view VA, the stop position emphasized content Ct2 is displayed by the HUD 20 instead of the stop cause emphasized content Ct3. Since this stop position emphasis content Ct2 emphasizes the stop position SP, it becomes easier for the passenger to recognize the stop position SP. Furthermore, since the stop position SP is based on the cause of the stop, the occupant can also recognize the presence of the cause of the stop.

Further, according to the first embodiment, one display content to be displayed is selected from the stop position emphasized content Ct2 and the stop cause emphasized content Ct3 based on the relative position condition between the stop cause and the displayable angle of view VA. be. Since it is avoided that both the stop position SP and the cause of the stop are emphasized, the annoyance felt by the occupant can be reduced.

Also, according to the first embodiment, the planned travel locus content Ct5 is displayed by the HUD 20 . Since this planned travel locus content Ct5 overlaps with the planned travel locus PR scheduled as the travel route of the vehicle α, the occupant can accurately recognize the positional relationship between the planned travel locus PR and the stop position SP. .

Further, according to the first embodiment, when the stop position content Ct1 that overlaps the stop position SP is set, the part of the planned travel path PR on the side opposite to the vehicle α across the stop position content Ct1 is deleted. The HUD 20 displays the scheduled travel locus content Ct5. By partially erasing the planned travel locus content Ct5 based on the stop position content Ct1, the occupant can intuitively and accurately recognize the travel schedule of the vehicle α including the stop at the stop position SP.

Further, according to the first embodiment, when the vehicle α stops at the stop position SP, or when the stop cause corresponding to the set stop position content Ct1 disappears, the planned travel locus content Ct5 is deleted. The part on the opposite side of the vehicle α across the stop position content Ct1 is changed to be displayed. By displaying this portion, the occupant can intuitively and accurately recognize that the vehicle α may be restarted or accelerated.

Further, according to the first embodiment, when the vehicle α starts the stopping action according to the cause of the stop, the display form of the stop position content Ct1 is toned down compared to before starting the stopping action. Such tone-down allows the occupant to accurately recognize that the stopping action toward stopping at the stop position SP has started.

Further, according to the first embodiment, the braking start position content Ct4 is displayed when the braking start position BP is included in the displayable angle of view VA. Since this braking start position content Ct4 is superimposed on the braking start position BP, the occupant can accurately recognize the braking start position BP for stopping at the stop position SP, and through the recognition of the braking start position BP, the cause of the stop can be determined. can also recognize the existence of

Further, according to the first embodiment, as the vehicle α approaches the stop position SP from the braking start position BP, the tone-down effect in the display form of the stop position content Ct1 is gradually increased. , the stop position content Ct1 is faded out continuously with the gradual increase of the tone-down effect. The continuous display effects allow the occupant to more intuitively recognize the deceleration and stop motions associated with the braking of the vehicle α.

Further, according to the first embodiment, when the cause of the stop is another preceding vehicle, the stop position content Ct1 is superimposed on a position a predetermined distance from the rear end of the preceding other vehicle to the vehicle α side. placed. By setting a predetermined interval, the driver is less likely to be worried about colliding with another vehicle ahead during automatic driving, and the driver is less likely to come into contact with another vehicle ahead during manual driving. errors are suppressed.

Further, according to the first embodiment, when the stop position SP is positioned outside the displayable angle of view VA, the stop icon Cn1 is displayed by the HUD 20 instead of the stop position content Ct1. Since the stop icon Cn1 is relatively fixed to the vehicle configuration, it is possible to prevent the occupant from misunderstanding that the display position of the stop icon Cn1 is the stop position SP, and to accurately inform the occupant of the presence of the cause of the stop. can be recognized.

(Second embodiment)
As shown in FIGS. 15 and 16, the second embodiment is a modification of the first embodiment. The second embodiment will be described with a focus on points different from the first embodiment.

In the second embodiment, the display generation unit 74 identifies an entry prohibited area EPA (shaded area in FIG. 15) indicating that entry of the vehicle α is prohibited in the virtual space. The no-entry area EPA is specified based on the information on the cause of the stop or the like. For example, if there is another vehicle X ahead that is stopping as the cause of the stop, the area in which the other vehicle object OO corresponding to the other vehicle X ahead is arranged is specified as the no-entry area EPA. Further, for example, if there is a construction site Y where road construction or the like is being carried out on the road surface, that area is specified as the no-entry area EPA in the virtual three-dimensional space as well.

The display content selected by the display generation unit 74 of the second embodiment includes the no-entry area content Ct6 as content belonging to the follow-up content Ct.

The prohibited area content Ct6 is content that notifies the driver of the prohibited area EPA. The no-entry area content Ct6 is displayed so as to overlap the area specified as the no-entry area EPA in the virtual space. In this embodiment, the prohibited area content Ct6 visualizes the boundary between the prohibited area EPA and other areas by semi-transparent masking of the prohibited area EPA (see hatching in FIG. 16).

In the example of FIG. 16, the stop position content Ct1 different from the entry prohibition area content Ct6 is displayed at the stop position SP at a predetermined distance from the boundary of the entry prohibition area EPA toward the vehicle α side. ing. However, when the boundary substantially matches the stop position SP, the stop position content Ct1 may be integrated with the no entry area content Ct6. In this case, the entry prohibited area content Ct6 also functions as stop position content Ct1 that notifies the driver of the stop position SP.

According to the second embodiment described above, the no-entry area content Ct6 that visualizes the boundary between the no-entry area EPA indicating that the vehicle α is prohibited from entering and the area excluding the no-entry area EPA is displayed by the HUD 20. Is displayed. By visualizing such boundaries, the occupant can intuitively and accurately recognize the relationship between the no-entry area EPA, the cause of the stop, and the stop position SP.

(Other embodiments)
Although a plurality of embodiments have been described above, the present disclosure is not to be construed as being limited to those embodiments, and can be applied to various embodiments and combinations within the scope of the present disclosure. can be done.

Specifically, as a modification 1, the stop position information grasping unit only needs to have a function of grasping the information of the stop position SP. , is not limited to the function of acquiring the information of the stop position SP from an external device. For example, the information input to the stop position information grasping unit is information before analysis, such as imaging data of the front camera 31 and measurement data of the millimeter wave radar 32, as long as it can be analyzed and calculated after the fact. good too. Then, the information of the stop position SP and the like may be grasped by the stop position information grasping section analyzing the information before the analysis by itself. Also in this case, the stop position information grasping section sequentially provides the grasped stop position SP information and the like to the display generating section 74 .

As a modification 2, the stop position content Ct1 is not limited to one linear display, and various display forms can be adopted. The stop position content Ct1 may be, for example, an icon-like display imitating a stop road sign, or may be a character display such as "STOP".

As a third modification, the stop position emphasized content Ct2 is not limited to an icon-like display imitating a stop road sign, and various display forms may be employed. The stop position emphasized content Ct2 may be, for example, a frame-shaped display surrounding the stop position content Ct1, or may be displayed with characters such as "STOP".

As a modification 4, the stop cause emphasizing content Ct3 is not limited to the frame-shaped display surrounding the stop cause, and various display forms can be adopted. The stop cause emphasizing content Ct3 may be a display that emphasizes the red signal by superimposing red display on the red signal (stop signal) of the traffic signal TS, for example, when the cause of the stop is the traffic signal TS. Further, the stop cause emphasizing content Ct3 may emphasize the stop cause by displaying characters representing the stop cause.

As a fifth modified example, the braking start position content Ct4 is not limited to one linear display, and various display forms may be employed. The braking start position content Ct4 may be, for example, a text display such as "START BRAKING", or may be a moving image display showing how the brake pedal is depressed. Further, the braking start position content Ct4 may be displayed by solidly painting the area of the road surface where the brake is applied.

As a sixth modified example, the planned travel locus content Ct5 is not limited to the one-line display, and various display forms may be adopted. The planned travel locus content Ct5 may be, for example, a display in which the road surface is solidly painted, or may be a display in which two lines are superimposed on the white line or the road surface inside the white line.

As a seventh modification, as shown in FIG. 17, when the stop position SP is included within the displayable angle of view VA and the cause of the stop is included within the displayable angle of view VA, the display generation unit 74 The stop position emphasized content Ct2 may be generated without generating the stop cause emphasized content Ct3. For example, even if the cause of the stop is included within the displayable angle of view VA, if the cause of the stop is hidden by an obstacle such as another vehicle X in front or is difficult to recognize, it may be displayed as in this modified example. .

As an eighth modification, the display generating unit 74 generates the stop position emphasized content Ct2 and the stop Both of the cause-emphasizing contents Ct3 may be generated at the same time. Under this condition, when the braking start position BP is included in the displayable angle of view VA, the display generation unit 74 may generate the braking start position content Ct4. Under this condition, when the braking start position BP is positioned outside the displayable angle of view VA, the display generator 74 does not need to generate the braking start position content Ct4.

As a ninth modification, the display generator 74 does not have to generate both the stop position emphasized content Ct2 and the stop cause emphasized content Ct3. Under this configuration, when the braking start position BP is included within the displayable angle of view VA, the display generation unit 74 may generate the braking start position content Ct4 as shown in FIG. Under this configuration, when the braking start position BP is positioned outside the displayable angle of view VA, the display generator 74 need not generate the braking start position content Ct4 as shown in FIG.

As a tenth modification, the display generating unit 74 generates the stop cause emphasizing content Ct3 and the stop icon Both Cn1 may be generated at the same time. Under this condition, when the braking start position BP is included in the displayable angle of view VA, the display generation unit 74 may generate the braking start position content Ct4. Under this condition, when the braking start position BP is positioned outside the displayable angle of view VA, the display generator 74 does not need to generate the braking start position content Ct4.

As Modified Example 11, the planned travel locus content Ct5 is fully displayed after acquiring the restart information or the re-acceleration information. Alternatively, the entire display may be performed without obtaining the reacceleration information.

As a twelfth modification, the displayable angle of view VA of the HUD 20 used for determination in the display content selection function is determined using preset reference eyepoint center setting information without using the detection information of the DSM 27. may be defined.

As a thirteenth modification, the display generation unit 74 may not have a virtual layout function using a virtual three-dimensional space, and may use simpler calculation or artificial intelligence using a neural network to determine the display position. A layout may be implemented by specification.

As a modification 14, each function provided by the HCU 100 can be provided by software and hardware for executing it, only software, only hardware, or a complex combination thereof. Furthermore, if such functions are provided by electronic circuits as hardware, each function can also be provided by digital circuits, including numerous logic circuits, or analog circuits.

As a fifteenth modification, the form of a storage medium that stores a program or the like capable of implementing the display control method described above may be changed as appropriate. For example, the storage medium is not limited to being provided on a circuit board, and may be provided in the form of a memory card or the like, inserted into a slot, and electrically connected to the control circuit of the HCU 100. good. Furthermore, the storage medium may be an optical disk, a hard disk, or the like, from which programs are copied to the HCU 100 .

As a modification 16, the HCU 100 and the driving assistance ECU 50 may be integrated to constitute one electronic control unit. Alternatively, the HCU 100 and the HUD 20 may be integrated.

As a modification 17, at least one of the HCU 100 and the driving assistance ECU 50 may not be mounted on the vehicle α together with the HUD 20 . When the HCU 100 is not mounted on the vehicle α and is fixedly arranged outside the vehicle α, or when it is mounted on another vehicle, the display by the HUD 20 is displayed by communication such as the Internet, road-to-vehicle communication, and vehicle-to-vehicle communication. It may be remotely controlled.

As an eighteenth modification, the HUD is not limited to displaying the virtual image Vi, and may display a real image by, for example, a self-luminous device or the like provided on the windshield WS.

As a modification 19, the vehicle equipped with the HMI system 10 is not limited to a general private passenger car, but may be a rental car vehicle, a manned taxi vehicle, a ride-sharing vehicle, a freight vehicle, a bus, or the like. may Furthermore, the HMI system 10 and the HCU 100 may be installed in an unmanned vehicle used for mobility services.

As a variant 20, vehicles equipped with the HMI system 10 may be optimized according to the road traffic laws of each country and region. Further, the stop cause information, the stop position SP information, and the like used by the HCU 100 may be optimized according to the road traffic laws of each country and region.

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 in combination with 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.

20: Head-up display, 73: Information acquisition unit (stop position information grasp unit), 74: Display generation unit, 100: HCU, Ct1: Stop position content, SP: Stop position, VA: Displayable angle of view

Claims (17)

A display control device for controlling display by a head-up display (20) which is used in a vehicle and is capable of superimposing a display on the environment outside the own vehicle as the vehicle within a predetermined displayable angle of view (VA). There is
A stop position information grasping unit (73) for grasping information of a stop position (SP), which is information based on the stop cause in the environment, which is the cause for stopping the own vehicle, and is the position at which the own vehicle should be stopped. )and,
When the stop position grasped by the stop position information grasping unit is included in the displayable angle of view, stop position content (Ct1) superimposed on the stop position is used as display content to be displayed on the head-up display. a display generation unit (74) for generating,
The display generation unit selects display from stop position emphasized content emphasizing the stop position and stop cause emphasized content emphasizing the cause of stop based on a relative position condition between the cause of stop and the displayable angle of view. A display control device for selecting one of the display contents to be displayed. 2. The display generation unit according to claim 1, wherein, when the host vehicle starts a stop action according to the cause of the stop, the display form of the stop position content is toned down compared to before the start of the stop action. Display controller. The stop position information grasping unit further grasps information of a braking start position (BP) at which braking of the own vehicle is started in order to stop the own vehicle at the stop position,
3. The display generation unit generates braking start position content (Ct4) superimposed on the braking start position as the display content when the braking start position is included in the displayable angle of view. The display control device according to . The stop position information grasping unit further grasps information of a braking start position at which braking of the own vehicle is started in order to stop the own vehicle at the stop position,
The display generation unit
When the vehicle passes the braking start position, the display form of the stop position content is toned down compared to before passing the braking start position,
Gradually increasing the tone-down effect in the display form of the stop position content as the own vehicle approaches the stop position from the braking start position,
2. The display control device according to claim 1, wherein when the own vehicle stops at the stop position, the stop position content is faded out continuously with the gradual increase of the tone-down effect. A display control device for controlling display by a head-up display (20) which is used in a vehicle and is capable of superimposing a display on the environment outside the own vehicle as the vehicle within a predetermined displayable angle of view (VA). There is
A stop position information grasping unit (73) for grasping information of a stop position (SP), which is information based on the stop cause in the environment, which is the cause for stopping the own vehicle, and is the position at which the own vehicle should be stopped. )and,
When the stop position grasped by the stop position information grasping unit is included in the displayable angle of view, stop position content (Ct1) superimposed on the stop position is used as display content to be displayed on the head-up display. a display generation unit (74) for generating,
The stop position information grasping unit further grasps information of a braking start position at which braking of the own vehicle is started in order to stop the own vehicle at the stop position,
The display generation unit
When the vehicle passes the braking start position, the display form of the stop position content is toned down compared to before passing the braking start position,
Gradually increasing the tone-down effect in the display form of the stop position content as the own vehicle approaches the stop position from the braking start position,
A display control device for fading out the stop position content following the gradual increase of the tone-down effect when the own vehicle stops at the stop position. The display generation unit superimposes the stop position content on a position spaced a predetermined distance from the rear end of the preceding other vehicle toward the own vehicle when the cause of the stop is the preceding other vehicle. The display control device according to any one of claims 1 to 5, arranged. When the stop position is located outside the displayable angle of view, the display generation unit replaces the stop position content with a stop position content that is relatively fixed to the configuration of the own vehicle and indicates the presence of the stop cause. 7. The display control device according to any one of claims 1 to 6, wherein an icon (Cn1) is generated as said display content. A display control device for controlling display by a head-up display (20) which is used in a vehicle and is capable of superimposing a display on the environment outside the own vehicle as the vehicle within a predetermined displayable angle of view (VA). There is
A stop position information grasping unit (73) for grasping information of a stop position (SP), which is information based on the stop cause in the environment, which is the cause for stopping the own vehicle, and is the position at which the own vehicle should be stopped. )and,
When the stop position grasped by the stop position information grasping unit is included in the displayable angle of view, stop position content (Ct1) superimposed on the stop position is used as display content to be displayed on the head-up display. a display generation unit (74) for generating,
When the stop position is located outside the displayable angle of view, the display generation unit replaces the stop position content with a stop position content that is relatively fixed to the configuration of the own vehicle and indicates the presence of the stop cause. A display control device that generates an icon (Cn1) as the display content. The display generation unit generates no-entry area content (Ct6) that visualizes a boundary between an entry-restricted area (EPA) indicating that the vehicle is prohibited from entering and an area excluding the no-entry area (Ct6). The display control device according to any one of claims 1 to 8, wherein the display content is generated. 9. The display generation unit according to claim 5 or 8 , wherein when the cause of stoppage is included in the displayable angle of view, the display generation unit generates, as the display content, cause-of-stoppage emphasizing content (Ct3) that emphasizes the cause of stoppage. display controller. The display generation unit generates stop position emphasized content (Ct2) that emphasizes the stop position content when the stop cause is located outside the displayable angle of view, instead of the stop cause emphasized content. 11. The display control device according to claim 10 , wherein the display control device generates as . 12. Any one of claims 1 to 11 , wherein the display generation unit generates, as the display content, planned traveling locus content (Ct5) indicating a planned traveling locus (PR) planned as a traveling route of the own vehicle. The display control device according to . When the stop position content superimposed on the stop position is set, the display generation unit deletes a portion of the planned travel locus opposite to the host vehicle across the stop position content. The display control device according to claim 12 , which generates the planned travel locus content. When the own vehicle stops at the stop position, or when the stop cause corresponding to the set stop position content disappears, the display generation unit generates a 14. The display control device according to claim 13 , wherein is changed so that is displayed. A display control program for controlling display by a head-up display that is used in a vehicle and is capable of superimposing a display on an environment outside the own vehicle as the vehicle within a predetermined displayable angle of view (VA),
in at least one processing unit,
A process of grasping information of a stop position (SP), which is information based on the stop cause in the environment, which is the cause for stopping the own vehicle, and which is the position at which the own vehicle should be stopped;
a process of displaying stop position content (Ct1) superimposed on the stop position on the head-up display when the grasped stop position is included in the displayable angle of view;
Based on a relative position condition between the stop cause and the displayable angle of view, the head-up display is caused to display stop position emphasized content emphasizing the stop position and stop cause emphasized content emphasizing the stop cause. A display control program for executing a process of selecting one display content. A display control program for controlling display by a head-up display that is used in a vehicle and is capable of superimposing a display on an environment outside the own vehicle as the vehicle within a predetermined displayable angle of view (VA),
in at least one processing unit,
A process of grasping information of a stop position (SP), which is information based on the stop cause in the environment, which is the cause for stopping the own vehicle, and which is the position at which the own vehicle should be stopped;
a process of displaying stop position content (Ct1) superimposed on the stop position on the head-up display when the grasped stop position is included in the displayable angle of view;
a process of further grasping information of a braking start position at which braking of the own vehicle is started in order to stop the own vehicle at the stop position;
a process of toning down the display form of the stop position content when the host vehicle passes the braking start position, comparing it with that before passing the braking start position;
a process of gradually increasing the tone-down effect in the display form of the stop position content as the own vehicle approaches the stop position from the braking start position;
and a display control program for executing a process of fading out the stop position content following the gradual increase of the tone-down effect when the own vehicle stops at the stop position. A display control program for controlling display by a head-up display that is used in a vehicle and is capable of superimposing a display on an environment outside the own vehicle as the vehicle within a predetermined displayable angle of view (VA),
in at least one processing unit,
A process of grasping information of a stop position (SP), which is information based on the stop cause in the environment, which is the cause for stopping the own vehicle, and which is the position at which the own vehicle should be stopped;
a process of displaying stop position content (Ct1) superimposed on the stop position on the head-up display when the grasped stop position is included in the displayable angle of view;
when the stop position is outside the displayable angle of view, a stop icon (Cn1) that is relatively fixed to the configuration of the own vehicle and indicates the presence of the stop cause, instead of the stop position content, A display control program for executing a process for displaying on the head-up display.

Images