WO2020039751A1

WO2020039751A1 - Display control device, display control program, and computer-readable non-transitory storage medium

Info

Publication number: WO2020039751A1
Application number: PCT/JP2019/026015
Authority: WO
Inventors: 大祐竹森; 猛羽藤; 大翔坂野
Original assignee: 株式会社デンソー
Priority date: 2018-08-21
Filing date: 2019-07-01
Publication date: 2020-02-27
Also published as: JP6891863B2; JP2020029130A

Abstract

This display control device is used in a vehicle and controls display of a virtual image (Vi) to be superimposed onto a superimposition object present in the foreground of an occupant. The display control device is provided with: a torque information acquisition unit (71) for acquiring torque information that represents a value of torque for applying acceleration to the vehicle or a value relating to torque; a pitch angle prediction unit (81) for predicting a pitch angle of the vehicle on the basis of the acquired torque information; and a position correction unit (99) for correcting a position at which the virtual image is superimposed, on the basis of prediction by the pitch angle prediction unit. The display control device quickly corrects the position at which the virtual image is superimposed.

Description

Display control device, display control program, and non-transitory computer-readable storage medium

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2018-1548663 filed on Aug. 21, 2018, the contents of which are incorporated herein by reference.

The present disclosure relates to a display control device that displays a virtual image, a control program, and a non-transitory computer-readable storage medium.

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

JP 2010-2556878A

技術 In the technique of Patent Literature 1, the superposition position is determined based on the detection result of the generated attitude change of the vehicle. However, in this case, the determination of the superposition position may not be able to follow the transient posture change of the vehicle accompanying the application of the acceleration. That is, it is conceivable that the posture of the vehicle further changes during the period from the detection of the posture change of the vehicle to the determination of the superposition position and the display of the virtual image. As a result, there is a possibility that a shift of the superimposed position of the virtual image occurs.

The present disclosure has an object to provide a display control device, a display control program, and a computer-readable non-temporary storage medium that can suppress a shift of a superimposed position of a virtual image due to a transient posture change of a vehicle.

According to an embodiment of the present disclosure, a display control device is a display control device used in a vehicle, which controls display of a virtual image superimposed on a superimposition target in a foreground of an occupant, and includes a torque control unit that applies acceleration to the vehicle. A torque information acquisition unit that acquires torque information that is a value or a value related to torque, a pitch angle prediction unit that predicts a pitch angle of the vehicle based on the acquired torque information, And a position correction unit that corrects the superimposed position of the virtual image.

According to another embodiment of the present disclosure, a display control program is a control program used in a vehicle and controlling display of a virtual image superimposed on a superimposition target in a foreground of an occupant. The display control program includes: a torque information acquisition unit that acquires torque information that is a value of torque or a value related to the torque that gives acceleration to the vehicle; and a pitch angle of the vehicle based on the acquired torque information. And a position correction unit that corrects the superimposed position of the virtual image based on the prediction of the pitch angle prediction unit.

Further, according to another aspect of the present disclosure, a non-transitory computer-readable storage medium is used in a vehicle, and a display control program that controls display of a virtual image superimposed on a superimposition target in an occupant's foreground. Is stored. The display control program includes: a torque information acquisition unit that acquires torque information that is a value of torque or a value related to the torque that gives acceleration to the vehicle; and a pitch angle of the vehicle based on the acquired torque information. A computer-readable non-transitory storage medium functioning as a pitch angle prediction unit that calculates a predicted value of a virtual image, and a position correction unit that corrects a superimposed position of a virtual image based on the predicted value.

According to the present disclosure, the predicted value of the pitch angle is calculated from the value of the torque that gives acceleration to the vehicle, and the superimposed position of the virtual image is corrected based on the predicted value. By calculating the predicted value, a change in the pitch angle of the vehicle due to the application of the acceleration is predicted. Therefore, it is possible to correct the superimposed position of the virtual image earlier than detecting the change in the pitch angle of the vehicle. As described above, it is possible to provide a display control device and a display control program capable of suppressing a shift of a superimposed position of a virtual image due to a transient posture change of a vehicle.

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. In the attached drawings,
FIG. 1 is a block diagram of a display control device according to the first embodiment, FIG. 2 is a flowchart illustrating an example of a process performed by the display control device according to the first embodiment; FIG. 3 is a flowchart illustrating a process of calculating an acceleration pitch angle in the first embodiment, FIG. 4 is a block diagram of a display control device according to the second embodiment, FIG. 5 is a flowchart illustrating a calculation process of an acceleration pitch angle in the second embodiment. FIG. 6 is a block diagram of a display control device according to the third embodiment, FIG. 7 is a flowchart illustrating a process of calculating an acceleration pitch angle in the third embodiment.

(1st Embodiment)
The display control device 100 according to the first embodiment will be described with reference to FIGS. The display control device 100 configures a virtual image display system used in a vehicle together with a head up display (hereinafter, HUD) device 10 and the like. The virtual image display system displays a virtual image Vi superimposed on an object to be superimposed in a foreground of an occupant (eg, a driver) of a vehicle, for example, another vehicle, a pedestrian, a cyclist, and a traveling route. The virtual image display system presents various information related to the vehicle to the driver by augmented reality (Augmented Reality, hereinafter, AR) display using the virtual image Vi.

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

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

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

The virtual image Vi is formed in a space of about 10 to 20 m from the eye point EP to the front of the vehicle, for example. The virtual image Vi realizes an AR display that is superimposed on a superimposition target (for example, a road surface or a preceding vehicle) in the foreground as seen by the driver. As an example, a route image indicating a traveling route set in the navigation device is presented to the driver by AR display.

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

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

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

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

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

The three-dimensional map database (hereinafter, three-dimensional map DB) 24 is mainly configured with a large-capacity storage medium storing a large number of three-dimensional map data and two-dimensional map data. The three-dimensional map data is high-precision map data that enables automatic driving of a vehicle. In the three-dimensional map data, the terrain and the structure are represented by a point cloud having three-dimensional coordinate information. The three-dimensional map DB 24 can update the three-dimensional map data to the latest information through a network. The three-dimensional map DB 24 can provide the display control device 100 with three-dimensional map data around the vehicle and in the traveling direction in response to a request from the display control device 100. If the three-dimensional map data of the area requested to be provided is not yet prepared, the three-dimensional map DB 24 provides the display control device 100 with normal two-dimensional map data used for navigation and the like.

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

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

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

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

Here, assuming a case in which a virtual image Vi is displayed with a road surface in the foreground superimposed, the shape of the road surface visually recognized by the driver through the projection area PA is different from the case where the vehicle is traveling on a flat road and the case where the vehicle is traveling on a flat road. This differs from when traveling on a sloped road surface. That is, the attitude of the vehicle changes depending on the presence or absence of the gradient and the magnitude of the gradient, and the shape of the road surface that is visually recognized changes.

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

According to the above, if the projection position and the projection shape of the display light image based on the gradient of the road surface and the acceleration of the vehicle are not corrected, the virtual image Vi shifted from the superimposition target may be displayed. The display control program appropriately controls a projection position and a projection shape of the display light image in accordance with a road gradient, a change in the attitude of the vehicle, and the like, such as a road gradient, a pitch angle, a roll angle, and a yaw angle generated in the vehicle. Is calculated.

The display control device 100 executes the above-described display control program to execute the torque information acquisition unit 71, the vehicle height information acquisition unit 73, the gradient information acquisition unit 74, the steering angle information acquisition unit 75, the vehicle speed information acquisition unit 76, the yaw rate acquisition unit 77 as a functional block for acquiring various information. The display control device 100 includes a roll angle calculator 85, a roll angle corrector 95, a yaw angle corrector 97, a pitch angle predictor 81, and a measured pitch angle calculator as functional blocks for calculating the vehicle attitude based on the acquired information. 83 and a pitch angle correction unit 93. The display control device 100 includes a display control unit 99 as a functional block for determining a superimposed position of the virtual image Vi.

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

The vehicle height information acquisition unit 73 acquires the detection value detected by the vehicle height sensor 23. The vehicle height information acquisition unit 73 calculates the output value of the vehicle height sensor 23 in a no-load state in which no load causing a vertical displacement is applied to the vehicle, and a vehicle height indicating that the pitch angle and the roll angle are zero. This is set as the initial value of the sensor 23. The vehicle height information acquisition unit 73 calculates and acquires the displacement from the initial value of the detected value as vehicle height information.

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

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

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

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

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

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

The pitch angle prediction unit 81 calculates the acceleration pitch angle by substituting the acquired axle torque value and brake oil pressure value into the above-described estimation formula. Accordingly, the pitch angle prediction unit 81 calculates a change in the vehicle pitch angle that may occur due to the acceleration and deceleration of the vehicle due to the action of these torques. Since the pitch angle prediction unit 81 can calculate the acceleration pitch angle at the stage when the torque is measured, the pitch angle prediction unit 81 predicts the acceleration pitch angle earlier or almost at the same time as when the change in the pitch angle of the vehicle is actually caused by the torque.

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

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

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

Next, an example of processing executed by the above-described functional blocks will be described with reference to the flowcharts of FIGS. In a series of processes, the display control device 100 feed-forward controls the superimposed position of the virtual image Vi based on the value of the torque that gives acceleration to the vehicle. A series of processes is repeatedly executed at predetermined time intervals or at predetermined timings.

First, the process of correcting the superposition position of the pitch direction component will be described with reference to the flowchart of FIG. In S1, the measured pitch angle calculation unit 83 calculates an inclined pitch angle. Next, in S2, the gradient information acquisition unit 74 calculates the vertical gradient of the road surface on which the vehicle is traveling. Next, in S3, an acceleration pitch angle is predicted. In S4, the pitch angle correction unit 93 adds the inclination pitch angle, vertical gradient, and acceleration pitch angle obtained and calculated in S1 to S3, and calculates a corrected pitch angle.

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

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

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

The display control device 100 includes a torque information obtaining unit 71 that obtains torque information that is a value of a torque that gives acceleration to the vehicle or a value related to the torque, and a pitch that predicts a pitch angle of the vehicle based on the obtained torque information. An angle prediction unit 81 is provided. The display control device 100 includes a display control unit 99 that corrects the superimposed position of the virtual image Vi based on the prediction of the pitch angle prediction unit 81.

According to this, the predicted value of the pitch angle is calculated from the value of the torque input to the axle, and the superimposed position of the virtual image Vi is corrected based on the predicted value. Since the torque input to the axle is a value related to the acceleration applied to the vehicle, a change in the pitch angle of the vehicle due to the application of the acceleration is predicted by calculating the predicted value. Therefore, it is possible to correct the superimposed position of the virtual image Vi earlier than detecting the change in the pitch angle of the vehicle. As described above, it is possible to provide the display control device 100 and the display control program capable of suppressing the shift of the superimposed position of the virtual image Vi due to the transient posture change of the vehicle.

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

The torque information acquisition unit 71 acquires a detected value of the axle torque detected by the axle torque sensor 21. According to this, the display control device 100 can use the detected value of the axle torque as the drive torque information. Since the detected value of the axle torque is higher in accuracy than information related to other driving torque such as the accelerator opening, the calculation accuracy of the acceleration pitch angle can be further improved.

(2nd Embodiment)
In the second embodiment, a modified example of the display control device 100 in the first embodiment will be described. 4 and 5, components denoted by the same reference numerals as those in the drawings of the first embodiment are the same components, and have the same functions and effects.

において In the second embodiment, the pitch angle prediction section 81 acquires the steering angle information from the steering angle information acquisition section 75 as shown in FIG. The pitch angle prediction unit 81 takes into account the influence of the roll motion of the vehicle during the turn on the pitch direction component based on the steering angle information in the prediction of the acceleration pitch angle. Specifically, the pitch angle prediction unit 81 uses the following estimation formula for calculating the acceleration pitch angle.

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

Next, an acceleration pitch angle calculation process performed by the display control device 100 according to the second embodiment will be described with reference to the flowchart in FIG. The processes of S10 and S20 in the flowchart of FIG. 5 are the same processes as those of the same reference numerals in FIG.

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

In S30, the obtained pitch is substituted into the estimation formula set based on the determination result in S22 to calculate the acceleration pitch angle.

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

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

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

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

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

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

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

Next, an acceleration pitch angle calculation process executed by the display control device 100 according to the third embodiment will be described with reference to the flowchart in FIG. The processes of S10 to S23 in the flowchart of FIG. 7 are the same processes as those of the same reference numerals in FIG.

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

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

According to the display control device 100 of the third embodiment described above, the pitch angle prediction unit 81 does not use the braking torque information for calculating the acceleration pitch angle when the vehicle speed is 0 km / h. When the vehicle speed is 0 km / h, it can be determined that the vehicle is in a stopped state and no braking torque is applied. In this case, a more accurate acceleration pitch angle can be calculated by not using the value of the braking torque to predict the acceleration pitch angle. In other words, the pitch angle prediction unit 81 uses the value of the braking torque to predict the acceleration pitch angle only when the vehicle is running.

The pitch angle prediction unit 81 may have any configuration that does not use the braking torque information to calculate the acceleration pitch angle when the vehicle can be considered to be in a stopped state. That is, even when the vehicle speed is higher than 0 km / h, the pitch angle prediction unit 81 does not use the value of the braking torque for predicting the acceleration pitch angle if the vehicle speed is lower than the vehicle speed threshold value at which the vehicle can be regarded as stopped. The configuration may be such that: In other words, the pitch angle prediction unit 81 may be configured to use the value of the braking torque to predict the acceleration pitch angle only when the vehicle speed exceeds the vehicle speed threshold, and the vehicle speed threshold may be 0 km / h or 0 km / h. It is possible to adopt a vehicle speed of a size that can be considered as.

The display control device 100 according to the third embodiment includes a shift determination unit 81a that determines whether the vehicle has shifted. The pitch angle prediction unit 81 corrects a predicted value based on the shift. According to this, the pitch angle prediction unit 81 can include the shift shock in the prediction of the acceleration pitch angle. Therefore, the acceleration pitch angle can be more accurately predicted.

(Other embodiments)
The present disclosure is not limited to the illustrated embodiments. The present disclosure encompasses the illustrated embodiments and variations based thereon based on those skilled in the art. For example, the present disclosure is not limited to the combination of parts and / or elements shown in the embodiments. The present disclosure can be implemented in various combinations. The present disclosure can have additional parts that can be added to the embodiments. The present disclosure encompasses embodiments where components and / or elements are omitted. The present disclosure encompasses the replacement or combination of parts and / or elements between one embodiment and another. The disclosed technical scope is not limited to the description of the embodiments. Some of the disclosed technical ranges are indicated by the description of the claims, and should be construed to include all modifications within the meaning and range equivalent to the description of the claims.

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

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

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

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

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

In the above embodiment, the display control unit 99 corrects the drawing position of the original image serving as the virtual image Vi in accordance with the vehicle attitude when generating the video data. Instead, the display control unit 99 may output correction information for correcting the superimposed position of the virtual image Vi to the HUD device 10. In the case of this configuration, the HUD device 10 corrects the superimposed position of the virtual image Vi based on the correction information from the display control unit 99. That is, in this configuration, the display control unit 99 corrects the superimposed position of the virtual image Vi via the HUD device 10.

フローチャート A flowchart described in the present application or a process of the flowchart includes a plurality of steps (or referred to as sections), and each step is expressed as, for example, S10. Further, each step can be divided into a plurality of sub-steps, while a plurality of steps can be combined into one step.

Claims

A display control device that is used in a vehicle and controls display of a virtual image (Vi) superimposed on a superimposition target in a foreground of an occupant,
A torque information acquisition unit (71) for acquiring torque information that is a value of a torque that gives acceleration to the vehicle or a value related to the torque,
A pitch angle prediction unit (81) for predicting a pitch angle of the vehicle based on the acquired torque information;
A position correction unit (99) that corrects a superimposed position of the virtual image based on the prediction of the pitch angle prediction unit;
A display control device comprising:
The torque information acquisition unit,
The display control device according to claim 1, wherein at least the drive torque information output by the drive source of the vehicle and the brake torque information output by the braking device are acquired.
A vehicle speed information acquisition unit for acquiring information on the vehicle speed,
The display control device according to claim 2, wherein the pitch angle prediction unit does not use the braking torque information to predict the pitch angle when the vehicle speed is lower than a vehicle speed threshold.
The display control device according to any one of claims 1 to 3, wherein the torque information acquisition unit acquires a detected value of the axle torque detected by the axle torque sensor (21).
A steering angle information acquisition unit (75) for acquiring information on a steering angle of the vehicle;
The display control device according to claim 1, wherein the pitch angle prediction unit predicts the pitch angle based on the steering angle in addition to the torque information.
The display control device according to claim 5, wherein the pitch angle prediction unit does not use the steering angle for predicting the pitch angle when the steering angle exceeds a steering threshold.
A shift determining unit (81a) for determining whether the vehicle has shifted;
The display control device according to claim 1, wherein the pitch angle prediction unit further predicts the pitch angle based on a change in the pitch angle due to a shift.
A display control program for controlling display of a virtual image (Vi) used in a vehicle and superimposed on a superimposition target in a foreground of an occupant,
At least one processing unit (61),
A torque information acquisition unit (71) for acquiring torque information that is a value of a torque that gives acceleration to the vehicle or a value related to the torque,
A pitch angle prediction unit (81) that calculates a predicted value of a pitch angle of the vehicle based on the acquired torque information;
A display control program that functions as a position correction unit (99) that corrects a superimposed position of the virtual image based on the predicted value.
A non-transitory computer-readable storage medium which is used in a vehicle and stores a display control program for controlling display of a virtual image (Vi) superimposed on a superimposition target in a foreground of an occupant, wherein the display control program Is
At least one processing unit (61),
A torque information acquisition unit (71) for acquiring torque information that is a value of a torque that gives acceleration to the vehicle or a value related to the torque,
A pitch angle prediction unit (81) that calculates a predicted value of a pitch angle of the vehicle based on the acquired torque information;
A non-transitory computer-readable storage medium that functions as a position correction unit (99) that corrects a superimposed position of the virtual image based on the predicted value.
The display control device according to claim 2, wherein the torque information includes at least one of the drive torque information and the braking torque information.