WO2021044741A1 - 表示制御装置、表示制御プログラム及びヘッドアップディスプレイ - Google Patents

表示制御装置、表示制御プログラム及びヘッドアップディスプレイ Download PDF

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Publication number
WO2021044741A1
WO2021044741A1 PCT/JP2020/027590 JP2020027590W WO2021044741A1 WO 2021044741 A1 WO2021044741 A1 WO 2021044741A1 JP 2020027590 W JP2020027590 W JP 2020027590W WO 2021044741 A1 WO2021044741 A1 WO 2021044741A1
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WIPO (PCT)
Prior art keywords
superimposed
display
correction amount
content
display control
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Ceased
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PCT/JP2020/027590
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English (en)
French (fr)
Japanese (ja)
Inventor
大翔 坂野
猛 羽藤
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Denso Corp
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Denso Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/20—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor
    • B60K35/21—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor using visual output, e.g. blinking lights or matrix displays
    • B60K35/23—Head-up displays [HUD]
    • B60K35/231—Head-up displays [HUD] characterised by their arrangement or structure for integration into vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/65—Instruments specially adapted for specific vehicle types or users, e.g. for left- or right-hand drive
    • B60K35/652—Instruments specially adapted for specific vehicle types or users, e.g. for left- or right-hand drive for left- or right-hand drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/80—Arrangements for controlling instruments
    • B60K35/81—Arrangements for controlling instruments for controlling displays
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/90—Calibration of instruments, e.g. setting initial or reference parameters; Testing of instruments, e.g. detecting malfunction

Definitions

  • the disclosure according to this specification relates to a display control device, a display control program, and a head-up display used in a vehicle.
  • the vehicle information projection system disclosed in Patent Document 1 has an image position adjusting means for adjusting the projection position of the information image in the projection device.
  • the projection system of Patent Document 1 corrects the projection position of the information image by the image position adjusting means based on the detected behavior of the vehicle.
  • the angle of view which is the displayable range of the information image
  • the information image may be cut off from the angle of view. In this case, there is a risk that the content such as the information video displayed only in a small part may cause a sense of discomfort to the driver.
  • An object of the present disclosure is to provide a display control device, a display control program, and a head-up display capable of reducing a driver's discomfort.
  • one disclosed aspect is a display control device used in a vehicle to control display by a head-up display, which is displayed in association with a superposition object in the foreground of the vehicle.
  • the correction amount preparation unit that prepares the correction amount for correcting the deviation of the display position with respect to the superimposition target, and the superimposition content are superimposed and displayed on the superimposition target, and the deviation of the superimposition content with respect to the superimposition target is corrected by the correction processing using the correction amount.
  • the display control unit includes a display control unit for reducing the amount, and the display control unit is a display control device that adjusts a correction amount used for correction processing when the superimposed content is cut off from the angle of view of the head-up display.
  • one disclosed aspect is a display control program used in a vehicle to control a display by a head-up display, which is displayed on at least one processing unit in association with an superimposed object in the foreground of the vehicle.
  • a correction amount for correcting the deviation of the display position with respect to the superimposed object is prepared, and the superimposed content is superimposed and displayed on the superimposed object while reducing the deviation of the superimposed content with respect to the superimposed object by the correction process using the correction amount.
  • It is a display control program that performs processing including adjusting the correction amount used for correction processing when the superimposed content is cut off from the angle of view of the head-up display.
  • a head-up display used in a vehicle, in which a projector unit that superimposes and displays the superposed content in association with a superposed object in the foreground of the vehicle and a display position of the superposed content with respect to the superposed object.
  • the display control unit includes a correction amount preparation unit that prepares a correction amount for correcting the deviation, and a display control unit that reduces the deviation of the superimposed content with respect to the superimposed object by the correction processing using the correction amount. It is a head-up display that adjusts the amount of correction used for correction processing when the superimposed content is cut off from the angle of view.
  • the correction amount used for correcting the deviation of the display position of the superimposed content is adjusted. Therefore, even if the correction process for reducing the deviation of the display position is performed, the parting of the superimposed content from the angle of view is suppressed. Therefore, it is possible to reduce the discomfort of the driver who visually recognizes the superimposed content.
  • FIG. 1 shows the whole image of the in-vehicle system including the HMI system by 1st Embodiment of this disclosure. It is a figure which shows an example of the head-up display mounted on the vehicle. It is a block diagram which shows an example of the schematic structure of the HMI system. It is a figure which shows the display in the right turn guidance scene at an intersection. It is a figure for demonstrating the state in which the superimposed content is cut off from the angle of view. It is a figure which shows the display which avoided the cut-off of the superposed content by the correction adjustment function. It is a figure which shows an example of the display which changed the mode of the superposed content. It is a figure which shows an example of the scene which hides the superimposed content.
  • the function of the display control device according to the first embodiment of the present disclosure is implemented in the HMI (Human Machine Interface) system 10 shown in FIGS. 1 to 3.
  • the HMI system 10 is used in the vehicle A and includes a head-up display (hereinafter, “HUD”) 100, an inertial sensor 40, and a meter 30a.
  • the HMI system 10 functions as a virtual image display system, and presents various information related to the vehicle A to the driver by displaying using the virtual image Vi superimposed on the foreground of the vehicle A.
  • the HMI system 10 is communicably connected to the communication bus 99 of the vehicle-mounted network mounted on the vehicle A.
  • the HMI system 10 is one of a plurality of nodes provided in the in-vehicle network.
  • a vehicle control ECU (Electronic Control Unit) 20, an external sensor 27, a DSM (Driver Status Monitor) 28, a navigation device 29, and the like are connected to the communication bus 99 of the vehicle-mounted network as nodes. These nodes connected to the communication bus 99 can communicate with each other.
  • front-rear and left-right directions in the following description are defined with reference to the vehicle A stationary on a horizontal plane.
  • the front-rear direction is defined along the longitudinal direction of the vehicle A.
  • the left-right direction is defined along the width direction of the vehicle A.
  • the vehicle control ECU 20 is mainly composed of a microcomputer having a processor and a memory.
  • the vehicle control ECU 20 is an engine control ECU, a motor control ECU, a brake control ECU, an integrated control ECU for the body system, and the like.
  • the vehicle control ECU 20 acquires the detection results of a large number of in-vehicle sensors and supplies the information based on each detection result to the communication bus 99 as a vehicle signal indicating the state of the vehicle A.
  • a pedal sensor 21, a steering sensor 22, a wheel speed sensor 23, a height sensor 24, an occupant sensor 25, a lateral acceleration sensor 26, and the like are connected to the vehicle control ECU 20 as vehicle-mounted sensors.
  • the pedal sensor 21 is an accelerator position sensor, a brake pedal force sensor, or the like.
  • the vehicle control ECU 20 feedforward-controls the acceleration in the front-rear direction generated in the vehicle A, specifically, the axle torque and the braking force, based on the detection result of the pedal sensor 21.
  • the vehicle control ECU 20 outputs each target value of the axle torque and the braking force in the feedforward control to the communication bus 99 as a vehicle signal indicating the braking torque and the driving torque generated in the vehicle A.
  • the steering sensor 22 detects the rotational phase of the steering shaft.
  • the vehicle control ECU 20 outputs a vehicle signal indicating a steering wheel angle, an actual steering angle of the steering wheel, or the like (hereinafter, “steering angle”) to the communication bus 99 based on the detection result of the steering sensor 22.
  • the wheel speed sensor 23 is provided on the hub portion of each wheel and detects the rotation speed of each wheel.
  • the vehicle control ECU 20 outputs a vehicle signal indicating the traveling speed of the vehicle A to the communication bus 99 based on the detection result of the wheel speed sensor 23 of each wheel.
  • the height sensor 24 is a sensor that detects the vertical displacement of the vehicle A in order to measure the height from the road surface on which the vehicle A is placed to the body.
  • the height sensor 24 is installed on, for example, one of the left and right rear suspensions.
  • the height sensor 24 measures the amount of subduction to the body of a specific wheel that is displaced in the vertical direction by the operation of the suspension arm suspended from the body.
  • the vehicle control ECU 20 outputs a vehicle signal indicating a relative distance (vehicle height) between the body and the suspension arm to the communication bus 99 based on the measurement result of the height sensor 24.
  • the occupant sensor 25 is installed on the seat surface of the passenger seat mounted on the vehicle A and detects the presence or absence of a occupant seated in the passenger seat.
  • the vehicle control ECU 20 outputs a vehicle signal indicating the presence or absence of a passenger seated in the passenger seat to the communication bus 99 based on the detection result of the occupant sensor 25.
  • the lateral acceleration sensor 26 detects the left-right acceleration acting on the vehicle A.
  • the vehicle control ECU 20 outputs a vehicle signal indicating the magnitude of the lateral acceleration acting on the vehicle A to the communication bus 99 based on the output of the lateral acceleration sensor 26.
  • the outside world sensor 27 detects moving objects such as pedestrians and other vehicles, as well as stationary objects such as curbs, road signs, road markings, and lane markings on the road. At least a part of these moving objects and stationary objects is subject to superimposition of superimposed content CTs (see FIG. 4) described later.
  • the vehicle A is equipped with one or more types of, for example, a camera unit, a rider, a millimeter wave radar, a sonar, and the like, including at least a front camera unit, as an external sensor 27.
  • the external sensor 27 sequentially outputs sensing information indicating the relative positions and types of the detected moving and stationary objects to the communication bus 99.
  • the DSM28 has a configuration including a near-infrared light source, a near-infrared camera, and a control unit for controlling them.
  • the DSM 28 is installed in a posture in which the near-infrared camera is directed toward the headrest portion of the driver's seat, for example, on the upper surface of the steering column portion 8, the upper surface of the instrument panel 9, or in the meter 30a.
  • the DSM 28 uses a near-infrared camera to photograph the head of the driver irradiated with near-infrared light by a near-infrared light source.
  • the image captured by the near-infrared camera is image-analyzed by the control unit.
  • the control unit extracts sensing information such as the position of the eye point EP and the line-of-sight direction from the captured image by analysis by the control unit.
  • the DSM 28 sequentially outputs the extracted sensing information to the communication bus 99.
  • the navigation device 29 is mainly composed of a microcomputer having a processor and a memory.
  • the navigation device 29 sets the destination and the travel route to the destination based on the user operation.
  • the navigation device 29 combines display, voice, and the like to provide route guidance to the destination along the set travel route.
  • the navigation device 29 has a GNSS (Global Navigation Satellite System) receiving unit 29a and a map database for navigation (hereinafter, “navigation map DB”) 29b.
  • GNSS Global Navigation Satellite System
  • the GNSS receiving unit 29a receives positioning signals from a plurality of positioning satellites.
  • the GNSS receiving unit 29a sequentially positions the position and the like of the own vehicle (vehicle A) by combining the received positioning signal with the measurement result of the inertial sensor and the like.
  • the navigation map DB 29b is mainly composed of a non-volatile memory, and stores map data (hereinafter, “navigation map data”) used for route guidance.
  • the navigation device 29 outputs POI (Point Of Interest) information such as own vehicle position information, own vehicle orientation information, route information, destination and waypoints to the communication bus 99 together with related navigation map data and the like.
  • POI Point Of Interest
  • the locator and the high-precision map database may provide the own vehicle position information, the high-precision map data, and the like to the communication bus 99.
  • a user terminal such as a smartphone capable of executing a navigation application or the like may provide the vehicle position information, high-precision map data, or the like to the communication bus 99.
  • the HUD 100 is electrically connected to the meter 30a, and sequentially acquires the video data generated by the meter 30a or the information necessary for generating the video data.
  • the HUD 100 presents various information related to the vehicle A, such as route information, sign information, and status information of each in-vehicle function, to the driver using the virtual image Vi.
  • the HUD 100 is housed in the storage space inside the instrument panel 9 below the windshield WS (see FIG. 2).
  • the HUD 100 projects the light formed as a virtual image Vi toward the projection range PA of the windshield WS.
  • the light projected on the windshield WS is reflected toward the driver's seat side in the projection range PA and is perceived by the driver.
  • the driver visually recognizes the display in which the virtual image Vi is superimposed on the foreground seen through the projection range PA.
  • the HUD 100 includes a projection unit 60 and a head-up display ECU (hereinafter, "HUD-ECU") 50.
  • HUD-ECU head-up display ECU
  • the projection unit 60 is composed of a projector 61, a magnifying optical system 64, and the like.
  • the projector 61 has an LCD (Liquid Crystal Display) panel 62 and a backlight 63.
  • the projector 61 is fixed to the housing of the HUD 100 with the display surface of the LCD panel 62 facing the magnifying optical system 64.
  • the projector 61 displays each frame image of the video data on the display surface of the LCD panel 62, and the display surface is transmitted and illuminated by the backlight 63 to direct the light formed as a virtual image Vi toward the magnifying optical system 64.
  • the magnifying optical system 64 has a configuration including at least one optical element such as a concave mirror.
  • the magnifying optical system 64 projects the light emitted from the projector 61 onto the upper projection range PA while spreading it by reflection.
  • the angle of view VA is set in the projection unit 60. Assuming that the virtual range in the space where the virtual image Vi can be imaged by the projection unit 60 is the image plane IS, the angle of view VA is defined based on the virtual line connecting the driver's eye point EP and the outer edge of the image plane IS. The viewing angle to be.
  • the angle of view VA is an angle range in which the driver can visually recognize the virtual image Vi when viewed from the eye point EP. In the HUD100, the horizontal angle of view (for example, about 10 to 12 °) in the horizontal direction is larger than the vertical angle of view (for example, about 4 to 5 °) in the vertical direction. When viewed from the eye point EP, the front range overlapping the image plane IS is within the range of the angle of view VA.
  • the HUD-ECU 50 is a control device of the HUD 100, and mainly includes a microcomputer including a processing unit 51, a RAM 52, a storage unit 53, an input / output interface 54, a bus connecting them, and the like.
  • the HUD-ECU 50 is provided with an LCD control unit 81 and a backlight control unit 82.
  • the LCD control unit 81 and the backlight control unit 82 are provided in the HUD-ECU 50 as hardware different from the main control board mainly composed of a microcomputer, specifically, as a control board or a control circuit.
  • the LCD control unit 81 and the backlight control unit 82 may be functional units built on the main control board based on the display control program (software) described later. The details of the functional part of the HUD-ECU 50 will be described later together with the details of the meter ECU 30.
  • the HUD 100 displays the superimposed content CTs and the non-superimposed content CTn as a virtual image Vi (see FIG. 4).
  • Superimposed content CTs are AR display objects used for augmented reality (hereinafter referred to as “AR”) display.
  • the display position of the superimposed content CTs is associated with a specific superimposed object existing in the foreground, such as a specific position on the road surface, a vehicle in front, a pedestrian, and a road sign.
  • the superimposed content CTs are superimposed and displayed on a specific superimposed object in the angle of view VA, and can be moved in the appearance of the driver following the superimposed object so as to be relatively fixed to the superimposed object. ..
  • the relative positional relationship between the driver's eye point EP, the superimposed object in the foreground, and the superimposed content CTs is continuously maintained. Therefore, the shape of the superimposed content CTs is continuously updated at a predetermined cycle according to the relative position and shape of the superimposed object.
  • the superimposed content CTs are displayed in a posture closer to horizontal than the non-superimposed content CTn, and have a display shape extended in the depth direction as seen from the driver, for example.
  • the non-superimposed content CTn is a non-AR display object excluding the superimposed content CTs among the display objects superimposed and displayed in the foreground. Unlike the superimposed content CTs, the non-superimposed content CTn is displayed superimposed on the foreground without specifying the superimposed target.
  • the display position of the non-superimposed content CTn is not associated with a specific superimposition target.
  • the display position of the non-superimposed content CTn is a specific position within the projection range PA (angle of view VA). Therefore, the non-superimposed content CTn is displayed as if it is relatively fixed to the vehicle configuration such as the windshield WS.
  • the shape of the non-superimposed content CTn is substantially constant. Depending on the positional relationship between the vehicle A and the superposed object, the vehicle posture, and the like, even if the non-superimposed content CTn is used, a timing may occur in which the superposed content CTs are superposed and displayed.
  • the HUD 100 displays a combination of superimposed content CTs and non-superimposed content CTn, for example, in route guidance at an intersection.
  • the route guidance display at the intersection includes a route content CTr and a route icon CTir in addition to the speed display CTv that is always displayed.
  • the route content CTr is superimposed content CTs that notify the driver of the approach route of the vehicle A to the intersection and the large exit route of the vehicle A from the intersection.
  • the route content CTr is an AR display object including at least an entry instruction unit CTr1, a point unit CTr2, and an exit instruction unit CTr3.
  • the approach instruction unit CTr1 is an image element on which the road surface on the front side (own vehicle side) of the intersection is to be superimposed.
  • the approach instruction unit CTr1 is arranged so as to line up toward the center of the intersection, and indicates an ideal approach route to the intersection of the own vehicle.
  • the point portion CTr2 is an image element in which approximately the center of the intersection where the right or left turn is performed is superimposed and displayed.
  • the point portion CTr2 is superimposed on the center of the intersection and clearly indicates to the driver the position of the intersection to turn left or right.
  • the exit instruction unit CTr3 is an image element on which the road surface traveling after turning left or right at an intersection is targeted for superimposition.
  • the exit instruction unit CTr3 indicates an exit route beyond the intersection by extending from the center of the intersection in the exit direction (right direction).
  • the root icon CTir is a non-superimposed content CTn displayed in the lower right corner of the angle of view VA so as not to overlap with the root content CTr.
  • the route icon CTirr is drawn in the shape of an arrow to present the driver with the same type of information as the route content CTr, that is, a traveling route (right turn route) at an intersection.
  • the inertial sensor 40 is a measuring unit that measures the posture change of the vehicle A.
  • the inertial sensor 40 measures each angular velocity in the pitch direction and the roll direction in the vehicle A and the acceleration in the vertical direction along the yaw axis of the vehicle A.
  • the inertial sensor 40 has a configuration including a measurement unit formed by combining a gyro sensor, an acceleration sensor, and the like, and a signal processing circuit that processes an output signal of the measurement unit.
  • the signal processing circuit includes a low-pass filter, an AD conversion unit, a high-pass filter, and an integration processing unit.
  • the low-pass filter removes high-frequency noise from the outputs of the gyro sensor and the accelerometer.
  • the AD conversion unit converts the analog signal that has passed through the low-pass filter into a digital signal.
  • the high-pass filter attenuates signals in the band below the preset cutoff frequency and selectively passes signals in the band above the cutoff frequency.
  • the cutoff frequency is set to a boundary value (for example, 0.5 Hz) between the low frequency band and the high frequency band, which will be described later.
  • the high-pass filter also exerts a function of removing the drift component generated in the gyro sensor from the output signal.
  • the integration processing unit generates a signal indicating the vehicle attitude (pitch angle, roll angle, etc.) by signal processing that time-integrates the output indicating the angular velocity of the attitude change.
  • the inertial sensor 40 is mounted on the vehicle A separately from the height sensor 24 and the like described above, and is installed in, for example, the housing of the HUD100 or the meter 30a.
  • the inertial sensor 40 is directly electrically connected to the electric circuit of the HUD-ECU 50 or the meter ECU 30 (described later).
  • the inertial sensor 40 sequentially outputs an output signal processed by the signal processing circuit, which indicates an attitude change in a high frequency band, which will be described later, to the HUD-ECU 50 or the meter ECU 30.
  • the meter 30a has a configuration corresponding to a combination meter, and is mounted in the vehicle interior of the vehicle A at a position that is easily visible to the driver seated in the driver's seat.
  • the meter 30a includes a meter display 39 and a meter ECU 30.
  • the meter display 39 is, for example, a liquid crystal display, an organic EL display, or the like.
  • the meter display 39 displays a speedometer image, a tachometer image, a navigation map image, and the like on the display screen based on the video data acquired from the meter ECU 30.
  • the meter ECU 30 is an electronic control device that functions as an HCU (Human Machine Interface Control Unit) in the HMI system 10 and controls the user interface function.
  • the meter ECU 30 integrally controls the display by the in-vehicle display device such as the meter display 39, the HUD 100, and the center display.
  • the meter ECU 30 has a configuration mainly including a computer including a processing unit 31, a RAM 32, a storage unit 33, an input / output interface 34, a bus connecting these, and the like.
  • the meter ECU 30 cooperates with the HUD-ECU 50 to execute arithmetic processing for displaying a virtual image.
  • the processing units 31 and 51 are hardware for arithmetic processing combined with the RAMs 32 and 52.
  • the processing units 31 and 51 are configured to include at least one arithmetic core such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit).
  • the processing units 31 and 51 may be configured to further include, for example, an FPGA (Field-Programmable Gate Array) and an IP core having other dedicated functions.
  • the RAMs 32 and 52 may be configured to include a video RAM for video generation.
  • the processing units 31 and 51 execute various processes for realizing the display control method of the present disclosure by accessing the RAMs 32 and 52.
  • the storage units 33 and 53 are configured to include a non-volatile storage medium.
  • Various programs (display control programs, etc.) executed by the processing units 31 and 51 are stored in the storage units 33 and 53.
  • each of the ECUs 30 and 50 realizes the content display control using the virtual image Vi and the above-mentioned correction control by executing the display control program stored in the storage units 33 and 53 by the processing units 31 and 51. It has multiple functional parts. Specifically, each of the ECUs 30 and 50 includes a weight correction value calculation unit 71, an acceleration / deceleration correction value calculation unit 72, a road surface correction value calculation unit 73, a non-AR drawing unit 74, an AR drawing unit 75, a road surface correction unit 76, and a layer. Functional units such as the compositing unit 77 and the distortion correction unit 78 are constructed.
  • each of the ECUs 30 and 50 is correct for the superimposed object CTs even if the relative positional relationship between the superimposed object, the image plane IS, and the eye point EP changes. Performs correction control to maintain the superposed state.
  • Each of the ECUs 30 and 50 is adjusted to the state of the superimposed object seen through the angle of view VA so as to reduce the display deviation of the superimposed content CTs with respect to the superimposed object according to the posture change of the vehicle A and the position change of the eye point EP.
  • the aspect of the virtual image light Lvi is sequentially corrected.
  • the vibration of the attitude change of the vehicle A does not occur at a constant frequency, but is mainly a vibration including a component in a frequency band from 0 to 2 Hz, for example.
  • the frequency band from 0 to 0.5 Hz is defined as the low frequency band
  • the frequency band from 0.5 to 2 Hz, which is higher in frequency than the low frequency band is defined as the high frequency band.
  • vibration in a low frequency band is generated.
  • vibration in a high frequency band occurs when the vehicle A is suddenly started or decelerated, or when traveling on a rough road.
  • the weight correction value calculation unit 71, the acceleration / deceleration correction value calculation unit 72, and the AR drawing unit 75 have a function of reducing the display deviation of the superimposed content CTs due to the posture change in the low frequency band. ing. It is desirable that the weight correction value calculation unit 71, the acceleration / deceleration correction value calculation unit 72, and the AR drawing unit 75 are provided in the meter ECU 30.
  • the road surface correction value calculation unit 73 and the road surface correction unit 76 have a function of reducing the display deviation of the superimposed content CTs due to the posture change in the high frequency band.
  • the road surface correction value calculation unit 73 and the road surface correction unit 76, the non-AR drawing unit 74, the layer composition unit 77, and the distortion correction unit 78 may be provided in any of the two ECUs 30 and 50.
  • the inertial sensor 40 is electrically connected to one of the two ECUs 30 and 50 in which the road surface correction value calculation unit 73 and the road surface correction unit 76 are constructed.
  • the weight correction value calculation unit 71, the acceleration / deceleration correction value calculation unit 72, and the road surface correction value calculation unit 73 estimate the degree of deviation of the display position with respect to the superimposed target of the superimposed content CTs, and prepare a correction amount for correcting the deviation. ..
  • the weight correction value calculation unit 71 and the acceleration / deceleration correction value calculation unit 72 perform a calculation using a large number of vehicle signals provided by the vehicle control ECU 20 or the like to perform a correction amount for a posture change in a low frequency band (hereinafter, “low frequency correction”). Amount ”) is prepared.
  • the weight correction value calculation unit 71 acquires a vehicle signal indicating the traveling speed, vehicle height, presence / absence of an occupant seated in the passenger seat, lateral acceleration, etc. of the vehicle A, and changes the weight of the vehicle A due to the occupant and the loaded cargo. Grasp.
  • the weight correction value calculation unit 71 calculates a low frequency correction amount for correcting the display deviation due to the weight change, and sequentially provides the AR drawing unit 75 with the low frequency correction amount.
  • the acceleration / deceleration correction value calculation unit 72 acquires a vehicle A signal indicating the braking torque, drive torque, steering angle, running speed, etc. of the vehicle A, and grasps each acceleration in the front-rear direction and the left-right direction generated in the running vehicle A. To do.
  • the acceleration / deceleration correction value calculation unit 72 specifies the current posture of the vehicle A based on the grasped acceleration in each direction.
  • the acceleration / deceleration correction value calculation unit 72 calculates a low frequency correction value for correcting the display deviation from the specified vehicle posture, and sequentially provides the AR drawing unit 75 with the low frequency correction value.
  • the road surface correction value calculation unit 73 is directly electrically connected to the inertial sensor 40 and acquires the output signal of the signal processing circuit. A part or all the functions of the signal processing circuit may be provided in the road surface correction value calculation unit 73.
  • the road surface correction value calculation unit 73 prepares a correction amount (hereinafter, “high frequency correction amount”) for a posture change in a high frequency band by calculation using the output signal of the inertial sensor 40.
  • the road surface correction value calculation unit 73 sequentially provides the road surface correction unit 76 with the latest calculated high frequency correction amount. When the high-frequency correction amount and the low-frequency correction amount generated at the same time are compared, the high-frequency correction amount is a value that reflects a newer vehicle condition than the low-frequency correction amount.
  • the non-AR drawing unit 74 draws the original image of the non-superimposed content CTn.
  • the non-AR drawing unit 74 generates an image layer (hereinafter, “non-AR layer Lr2”) on which the original image of the speed display CTv is drawn based on the vehicle signal indicating the traveling speed of the vehicle A. Further, the non-AR drawing unit 74 acquires route information and the like from the navigation device 29, and generates a non-AR layer Lr2 in which the original image of the route icon CTirr is drawn.
  • the non-AR drawing unit 74 combines image data of the non-AR layer Lr2 including the original image such as the speed display CTv and the root icon CTirr together with the position information indicating the display position of the non-superimposed content CTn in the angle of view VA together with the layer composition unit It is sequentially output to 77.
  • the non-AR drawing unit 74 may draw each original image of the plurality of non-superimposed contents CTn on separate non-AR layers Lr2.
  • the AR drawing unit 75 has a function of selecting the superimposed content CTs to be displayed from a plurality of types and a function of drawing the selected superimposed content CTs.
  • the AR drawing unit 75 comprehensively determines the priority for the driver with respect to a plurality of information that can be grasped based on the vehicle signal or the like.
  • the AR drawing unit 75 selects the superimposed content CTs associated with the information having the highest priority as a display target to the driver.
  • the AR drawing unit 75 sequentially acquires information necessary for drawing the superimposed content CTs.
  • the AR drawing unit 75 identifies the superimposition target of the selected superimposition content CTs, and sequentially acquires sensing information indicating the relative position, shape, and the like of the specified superimposition target from the external sensor 27 and the like.
  • the AR drawing unit 75 sequentially acquires the sensing information of the DSM 28 indicating the position of the eye point EP and each low frequency correction amount provided by the weight correction value calculation unit 71 and the acceleration / deceleration correction value calculation unit 72.
  • the AR drawing unit 75 acquires the own vehicle position information, the route information, the navigation map data, and the like provided by the navigation device 29.
  • the AR drawing unit 75 draws the original image of the selected superimposed content CTs on the image layer (hereinafter, “AR layer Lr1”) using the acquired plurality of information.
  • the AR drawing unit 75 determines the position of the eye point EP, the position of the superimposing target, and the position and orientation of the image plane IS in order to make the superposed content CTs follow the superimposing target. Continuously grasp the relative positional relationship.
  • the AR drawing unit 75 repeats the simulation calculation for determining the image formation shape of the virtual image Vi on the image plane IS based on these positional relationships.
  • the AR drawing unit 75 uses the latest low-frequency correction amounts provided by the correction value calculation units 71 and 72 to update the position of the eye point EP and the position and orientation of the image plane IS. It is sequentially corrected to the state according to the vehicle posture. As described above, the drawing position and drawing shape of the original image in the AR layer Lr1 are in a state corresponding to the position of the eye point EP, the relative position of the superimposition target, the posture change in the low frequency band, and the like. The AR drawing unit 75 sequentially outputs the image data of the AR layer Lr1 including the original image of the superimposed content CTs to the road surface correction unit 76.
  • the road surface correction unit 76 acquires the high frequency correction amount provided by the road surface correction value calculation unit 73.
  • the road surface correction unit 76 further corrects the drawing position and drawing shape of the original image on the AR layer Lr1 by using the high frequency correction amount so that the display deviation of the superimposed content CTs due to the posture change in the high frequency band is reduced.
  • the road surface correction unit 76 sequentially outputs the image data of the AR layer Lr1 obtained by correcting the original image to the layer composition unit 77.
  • the layer synthesizing unit 77 synthesizes the AR layer Lr1 provided by the road surface correction unit 76 and the non-AR layer Lr2 provided by the non-AR drawing unit 74 to generate one output layer Lrs.
  • the layer synthesizing unit 77 performs image processing in which the non-AR layer Lr2 is superimposed on the specific position of the AR layer Lr1.
  • the output layer Lrs includes both the original images of the superimposed content CTs and the non-superimposed content CTn.
  • the layer composition unit 77 sequentially outputs the generated output layer Lrs to the distortion correction unit 78.
  • the distortion correction unit 78 applies a predetermined distortion correction to the output layer Lrs provided by the layer composition unit 77.
  • the distortion correction unit 78 deforms the overall shape of the output layer Lrs so that the distortion of the virtual image Vi accompanying the projection of light onto the projection range PA is reduced (cancelled).
  • the content of the distortion correction depends on the curved shape of the windshield WS in the projection range PA and the reflecting surface shape of the magnifying optical system 64 (see FIG. 1).
  • the distortion correction considers the deformation of the virtual image Vi due to the reflection in the projection range PA and the magnifying optical system 64, and shapes the output layer Lrs in advance so that the virtual image Vi is imaged in a state where the distortion is reduced. It is a correction that is deformed.
  • the distortion correction unit 78 uses the output layer Lrs to which the distortion correction is applied as one frame image, and generates video data according to a predetermined video format.
  • the distortion correction unit 78 continuously outputs the generated video data to the LCD control unit 81 and the backlight control unit 82.
  • the AR drawing unit 75, the road surface correction unit 76, the layer composition unit 77, and the distortion correction unit 78 constitute a video generation block 79 that generates video data of the HUD 100.
  • the video generation block 79 is a functional block that superimposes and displays the superposed content CTs on the superimposing target.
  • each functional unit does not have to be strictly separated and may be provided integrally.
  • an image processing unit that collectively executes high frequency correction processing, layer composition processing, and distortion correction processing is provided in the video generation block 79. May be good.
  • the video generation block 79 may include a non-AR drawing unit 74.
  • the LCD control unit 81 displays an image on the display surface of the LCD panel 62 by controlling the transmittance of each pixel of the LCD panel 62.
  • the LCD control unit 81 causes each original image of the superimposed content CTs and the non-superimposed content CTn to be displayed on the display surface of the LCD panel 62 based on the video data acquired from the video generation block 79.
  • the backlight control unit 82 adjusts the emission brightness of the backlight 63 for each of a plurality of areas by partial drive (local deming) that individually controls the emission of a plurality of light emitting diodes included in the backlight 63.
  • the backlight control unit 82 determines the emission brightness of each area in the backlight 63 according to the positions and shapes of the superimposed content CTs and the non-superimposed content CTn based on the video data acquired from the video generation block 79.
  • the backlight control unit 82 outputs a drive signal for emitting light in each area with the determined emission brightness toward each light emitting diode of the backlight 63.
  • the superimposed content CTs are corrected from the angle of view VA of the HUD100. May be cut off.
  • the road surface correction unit 76 adjusts the high frequency correction amount used for the above high frequency correction processing.
  • the details of the correction adjustment in the video generation block 79 will be described with reference to FIGS. 1 to 4 based on FIGS. 5 to 9.
  • the displays shown in FIGS. 5 to 8 are displays in a scene where route guidance is performed at an intersection, as in FIG.
  • the display shown in FIG. 9 is a display that calls attention to a pedestrian in front.
  • a posture change in the pitch direction occurs in the vehicle A so that the front end side of the vehicle body sinks in front of the intersection that is the target of the route guidance.
  • the road surface correction unit 76 applies the correction based on the high frequency correction amount to the root content CTr in order to accurately superimpose the superposed content CTs on the superimposing target, a part of the root content CTr is cut off outside the angle of view VA. It ends up. Specifically, since the center of the intersection deviates to the upper side of the angle of view VA, the point portion CTr2 and the exit instruction portion CTr3 (see the alternate long and short dash line) of the route content CTr are outside the angle of view VA.
  • the road surface correction unit 76 adjusts the high frequency correction amount used for the correction processing when the superimposed content CTs are cut off from the angle of view VA, or more accurately, when it is assumed that the cutoff is cut off. More specifically, the road surface correction unit 76 sacrifices some of the accurate alignment of the route content CTr to the intersection by adjusting to reduce the high frequency correction amount. After that, the road surface correction unit 76 adjusts the display positions of the point unit CTr2 and the exit instruction unit CTr3 so that the intention of presenting the content of the right turn guidance can be transmitted.
  • the display shown in FIG. 6 is presented.
  • the point portion CTr2 and the exit instruction portion CTr3 are displayed at positions in contact with the upper edge of the angle of view VA.
  • the approach indicating portion CTr1 is moved downward according to the adjusted position of the point portion CTr2.
  • the root content CTr is displayed in a state in which the presentation intention can be transmitted to the driver without being cut off from the angle of view VA.
  • the positional relationship between the image elements such as the point portion CTr2 and the exit instruction portion CTr3 may be changed.
  • correction adjustment may be performed so that the positional relationship between the image elements is maintained.
  • the video generation block 79 further displays the adjustment notification content CTf when performing correction adjustment.
  • the adjustment notification content CTf is a non-superimposed content CTn, and is displayed in a section of the outer edge of the angle of view VA that is in contact with the superposed content CTs.
  • the adjustment notification content CTf indicates the position of the outer edge of the angle of view VA by the shape extending along the outer edge of the angle of view VA.
  • the adjustment notification content CTf clearly indicates to the driver that the point portion CTr2 and the exit instruction portion CTr3 have reached the outer edge of the angle of view VA.
  • the adjustment notification content CTf suggests to the driver that the high frequency correction amount has been adjusted and the alignment accuracy has been partially sacrificed.
  • the video generation block 79 can change the mode of the superimposed content CTs to a mode different from the case where the correction amount is not adjusted when adjusting the high frequency correction amount. Specifically, as shown in FIG. 7, the image generation block 79 deforms the point portion CTr2 into a shape that is flatter in the vertical direction than the normal shape (see FIG. 6). According to the above, the center of the point portion CTr2 is superimposed at a position closer to the intersection which is the original superimposition target. In this way, when the point portion CTr2 is deformed, the aspect ratio in the aspect ratio does not have to be maintained.
  • the image element When deformation that accompanies a change in aspect ratio, such as an image element containing characters and symbols, may cause a sense of discomfort in the driver, the image element should be reduced while maintaining the aspect ratio in the aspect ratio. .. Further, when the superimposed content CTs are in contact with either the left or right outer edge of the angle of view VA, the image element is reduced in the horizontal direction.
  • the video generation block 79 cancels the adjustment of the correction amount based on the establishment of at least one cancellation condition.
  • One of the cancellation conditions is whether or not the high frequency correction amount prepared by the road surface correction value calculation unit 73 exceeds the upper limit threshold value.
  • the video generation block 79 presumes that it is impossible to avoid the overlapped content CTs from being cut off, and stops adjusting the high frequency correction amount.
  • the AR drawing unit 75 hides all or at least a part of the superimposed content CTs.
  • a posture change in the pitch direction occurs in the vehicle A so that the rear end side of the vehicle body sinks in front of the intersection that is the target of route guidance.
  • the road surface in front including the intersection to be guided is all outside the angle of view VA.
  • the video generation block 79 hides the root content CTr.
  • the state in which the route content CTr is hidden is continued until, for example, the center of the intersection to be superimposed is within the angle of view VA.
  • the display of the root icon CTir which is the non-superimposed content CTn, in the angle of view VA is continued.
  • the video generation block 79 satisfies the cancellation condition and cancels the adjustment of the correction amount when the preset specific content is selected as the display target. More specifically, among the plurality of types of superposed content CTs, the superposed content CTs in which the meaning indicated by the superposed position is more important than the meaning indicated by the display shape and the meaning indicated by the display shape are more important than the meaning indicated by the superposed position. There are superimposed contents CTs. When the superimposed content CTs in which the meaning indicated by the superimposed position is important are selected as the display target, the road surface correction unit 76 stops adjusting the high frequency correction amount.
  • pedestrian content CTp that alerts pedestrians is displayed as superimposed content CTs.
  • the pedestrian content CTp is displayed in a frame shape that surrounds the pedestrian.
  • the pedestrian content CTp is displayed in a cut-out state without applying the adjustment of the correction amount even when a part of the pedestrian is visually recognized outside the angle of view VA (see the two-dot chain line).
  • the pedestrian content CTp may be not only pedestrians that can be directly seen, but also superimposed content CTs that indicate pedestrians that are hidden behind a parked vehicle or the like and cannot be directly seen.
  • the specific content may include superimposed content CTs that are superimposed on an invisible pause position such as a slope or a night road and emphasize such a pause position.
  • the specific content may include superimposed content CTs for visual field support, which are superimposed on the white lines on the left and right when visibility is poor such as fog and indicate a range in which the vehicle can travel.
  • the details of the display control method for realizing the above correction adjustment function will be described below with reference to FIGS. 3 to 9 and the like based on the flowchart shown in FIG.
  • the display control process shown in FIG. 10 is repeatedly started by the video generation block 79 based on, for example, the HMI system 10 being started.
  • each correction value calculation unit 71 to 73 prepares a low frequency correction amount and a high frequency correction amount for correcting the deviation of the display position of the superimposed content CTs by calculation, and proceeds to S103.
  • S103 it is determined whether or not the superimposed content CTs can be corrected within the angle of view VA. Specifically, in S103, when the superimposed content CTs set in S101 are corrected by each correction amount prepared in S102 and displayed as a virtual image, it is determined whether or not the superimposed content CTs can be cut off from the angle of view VA. If the superimposed content CTs are not cut off from the angle of view VA, S103 determines that correction is possible within the angle of view VA, and proceeds to S108. On the other hand, when the superimposed content CTs are cut off, S103 determines that the correction is not possible within the angle of view VA, and proceeds to S104.
  • S104 the mode of the superimposed content CTs is set, and the process proceeds to S105.
  • execution of processing such as no change in mode, deletion of part or all, change in shape or size, change in brightness, etc. is selected based on the amount of high-frequency correction, the amount of cut-off of superimposed content CTs, and the like. ..
  • S105 it is determined whether or not the adjustment of the high frequency correction amount by the road surface correction unit 76 is performed. In other words, in S105, it is determined whether or not the cancellation condition is satisfied. For example, in S101, when the above-mentioned pedestrian content CTp (see FIG. 9) is selected as the display target, the cancellation condition is satisfied. Further, the cancellation condition is also satisfied when the high frequency correction amount prepared in S102 exceeds the upper limit threshold value. In S105, it is determined that the adjustment of the high frequency correction amount is not performed based on the establishment of at least one stop condition, and the process proceeds to S108. On the other hand, if it is determined in S105 that all the cancellation conditions are not satisfied and the correction amount is adjusted, the process proceeds to S106.
  • the superimposed content CTs may exhibit behavior that causes a sense of discomfort in the driver. Therefore, in S105, once set to either implementation or non-execution, switching between implementation and non-execution is prohibited until the elapse of a predetermined time.
  • the high frequency correction amount used for the correction processing of the superposed content CTs is adjusted so that the superposed content CTs are within the angle of view VA.
  • an adjustment coefficient (adjustment amount) to be multiplied by the high frequency correction amount is calculated. Then, the high frequency correction amount multiplied by the adjustment coefficient is set as the adjusted high frequency correction amount, and the process proceeds to S107.
  • the high frequency correction amount after adjustment in S106 may be, for example, zero. In this case, the correction of the display deviation with respect to the attitude change in the high frequency band is substantially canceled. Further, in order to prevent the superimposed content CTs from moving momentarily, a process of gradually reducing the adjustment coefficient from 1 and gradually adjusting the high frequency correction amount may be applied.
  • S107 it is determined whether or not to display the adjustment notification content CTf (see FIG. 6), and the process proceeds to S108.
  • S107 as a result of the correction process using the adjusted high frequency correction amount, it is determined whether or not the superimposed content CTs are in contact with the outer edge of the angle of view VA.
  • the adjustment notification content CTf is set to non-display and the process proceeds to S108.
  • the adjustment notification content CTf is set to be displayed, and the process proceeds to S108.
  • the correction amount used for correcting the deviation of the display position of the superimposed content CTs is adjusted. Therefore, even if the correction process for reducing the deviation of the display position is performed, the cutoff of the superimposed content CTs from the angle of view VA is suppressed. Therefore, it is possible to reduce the discomfort of the driver who visually recognizes the superimposed content CTs.
  • the superimposed content CTs to be displayed corresponding to a specific superimposed object in the outer view of the vehicle A are required to correct the positional deviation with respect to the superimposed object so that the driver can recognize the information without discomfort.
  • misalignment correction processing when the superimposed content CTs are cut off outside the angle of view VA, the intention of presenting the superimposed content CTs is not accurately transmitted to the driver. In this case, the driver feels the superimposed content CTs annoying.
  • the correct superposition is intentionally given up and the correction process is performed so as not to be cut off from the angle of view VA. Is adjusted.
  • the intention of presenting the superimposed content CTs can be accurately transmitted to the driver, although the accurate alignment with the superimposed object is partially sacrificed.
  • the driver is less likely to feel the annoyance of the superimposed content CTs caused by the cut-off.
  • the adjustment notification content CTf is displayed when the high frequency correction amount is adjusted. According to the display of the adjustment notification content CTf, the driver can recognize that the high frequency correction amount is adjusted, and by extension, the accuracy of the superimposition position of the superimposition content CTs is partially sacrificed.
  • the adjustment notification content CTf of the first embodiment is displayed in a section of the outer edge of the angle of view VA that is in contact with the superimposed content CTs, and indicates the position of the outer edge of the angle of view VA.
  • Such adjustment notification content CTf can clearly indicate that the superimposed content CTs cannot move further toward the outside of the angle of view VA. As a result, even if the superimposed content CTs deviate from the accurate superimposed position, the driver's discomfort is reduced.
  • the adjustment of the high frequency correction amount is stopped based on the establishment of the stop condition. According to the above, it is possible to continue the accurate superimposition state of the superimposition content CTs in the scene where allowing the display misalignment of the superimposition content CTs causes a sense of incongruity of the driver.
  • the cancellation condition is satisfied when specific superimposed content CTs such as pedestrian content CTp are selected as display targets.
  • the superposed contents CTs continue to be displayed at the accurate superposed position even if they are largely cut off from the angle of view VA.
  • the superimposed content CTs in which the meaning indicated by the superimposed position is important can be accurately superimposed on the superimposed object, and can continue to present accurate information to the driver.
  • the road surface correction unit 76 satisfies the stop condition and stops the adjustment of the high frequency correction amount. Further, when the high frequency correction amount exceeds the upper limit threshold value, the drawing of the superimposed content CTs on the AR layer Lr1 is stopped, and the superimposed content CTs are hidden. Based on the above, it is possible to avoid a situation in which the superimposed content CTs superimposed at a position away from the superimposed object are erroneously recognized by the driver.
  • the hidden superimposed content CTs may be displayed on another vehicle-mounted display device such as the meter display 39.
  • the mode of the superimposed content CTs is changed to a mode different from the case where the high frequency correction amount is not adjusted.
  • the shapes of the image elements constituting the superimposed content CTs are reduced along the correction direction (vertical direction). According to the above, the discomfort caused by allowing the display deviation of the superimposed content CTs can be reduced.
  • the image processing for changing the mode of the superimposed content CTs may be performed only by the road surface correction unit 76, or may be performed by the cooperation of the AR drawing unit 75 and the road surface correction unit 76.
  • the non-superimposed content CTn that presents the same kind of information as the superposed content CTs is displayed in the angle of view VA.
  • the root icon CTir is displayed together with the root content CTr. According to the above, even if it becomes difficult to convey the intention of the superimposed content CTs to the driver by allowing the display deviation, the non-superimposed content CTn can compensate for the deterioration.
  • the root icon CTirr may be displayed in the angle of view VA only during the period when the root content CTr is not displayed.
  • the projector 61 corresponds to the "projector unit”
  • the road surface correction value calculation unit 73 corresponds to the "correction amount preparation unit”.
  • the video generation block 79 corresponds to the "display control unit”
  • the meter ECU 30 and the HUD-ECU 50 cooperate to correspond to the "display control device”.
  • the second embodiment of the present disclosure is a modification of the first embodiment.
  • the video generation block 79 (see FIG. 3) of the second embodiment grasps the distance from the own vehicle to the superposed target (hereinafter, “target distance”), and the target distance is a predetermined distance (hereinafter, “proximity threshold”). The establishment or non-establishment of the cancellation condition is switched based on whether or not it is less than (see FIG. 10S105). Specifically, the video generation block 79 establishes the stop condition when the target distance is equal to or greater than the proximity threshold value, and establishes the stop condition when the target distance is less than the proximity threshold value.
  • the cancellation condition changes from unsatisfied to established due to approaching the intersection to be superimposed. If the vehicle A is sufficiently far from the intersection and the target distance to the intersection exceeds the proximity threshold, the stop condition is not satisfied. Therefore, the correction adjustment function is enabled, and the root content CTr is allowed to shift the display with respect to the superimposed target.
  • the route content CTr is displayed in such a manner that the point portion CTr2 and the exit instruction portion CTr3 are in contact with the upper edge of the angle of view VA without being cut off from the angle of view VA. Therefore, the route content CTr can inform the driver in an easy-to-understand manner that the intersection scheduled to turn right is approaching. At this time, the adjustment notification content CTf is displayed near the upper edge of the angle of view VA.
  • the correction adjustment function is invalidated by the establishment of the stop condition.
  • the route content CTr in which the point portion CTr2 is accurately superimposed on the center of the intersection to be superimposed is displayed in a state of being cut off from the angle of view VA.
  • the route content CTr tells the driver the exact location of the intersection to turn right. At this time, the adjustment notification content CTf is hidden.
  • the second embodiment described so far also has the same effect as that of the first embodiment, and the cutoff of the superimposed content CTs from the angle of view VA is suppressed. Therefore, it is possible to reduce the discomfort of the driver who visually recognizes the superimposed content CTs.
  • the adjustment of the correction amount is stopped.
  • the meaning indicated by the display shape becomes more important than the meaning indicated by the superimposed position.
  • the meaning of the superimposed position is more important than the meaning of the display shape in the route content CTr.
  • the road surface correction unit 76 gradually increases the adjustment coefficient from the current value to 1 and gradually increases the high frequency correction amount to the normal value. (See FIG. 10S106). As described above, the situation where the root content CTr is momentarily changed to the state where the root content CTr is cut off immediately after the cancellation condition is satisfied is avoided.
  • the HUD 300 of the first modification of the above embodiment is provided with an LCD control board 381 and a backlight control board 382 instead of the HUD-ECU 50.
  • the LCD control board 381 and the backlight control board 382 are circuit boards having functions corresponding to the LCD control unit 81 and the backlight control unit 82 (see FIG. 3) of the first embodiment.
  • the inertial sensor 40 is housed in the housing of the meter 30a and is electrically connected to the meter ECU 30.
  • each functional unit such as the correction value calculation units 71 to 73, the non-AR drawing unit 74, and the video generation block 79 is constructed in the meter ECU 30.
  • substantially all the functions of generating video data for displaying a virtual image may be integrated in the meter ECU 30.
  • the meter ECU 30 corresponds to the “display control device”
  • the processing unit 31 of the meter ECU 30 corresponds to the “processing unit”.
  • substantially all the video data generation functions for displaying the virtual image are integrated in the HUD-ECU 50.
  • the HUD 400 of the second modification 2 displays the video data generated by the HUD-ECU 50 as a virtual image without cooperating with the meter ECU. Therefore, each functional unit such as the correction value calculation units 71 to 73, the non-AR drawing unit 74, and the video generation block 79 is constructed in the HUD-ECU 50. Further, the inertial sensor 40 is housed in the housing of the HUD 400 and is electrically connected to the HUD-ECU 50.
  • the HUD-ECU 50 corresponds to the "display control device”
  • the processing unit 51 of the HUD-ECU 50 corresponds to the "processing unit”.
  • the high frequency correction amount is the target of adjustment.
  • the road surface correction unit 76 has a function of adjusting the high frequency correction amount, but also the AR drawing unit 75 is low obtained from the correction value calculation units 71 and 72. It has a function to adjust the amount of frequency correction.
  • the weight correction value calculation unit 71, the acceleration / deceleration correction value calculation unit 72, and the road surface correction value calculation unit 73 correspond to the “correction amount preparation unit”.
  • the AR drawing unit 75 has a function of adjusting the low frequency correction amount, while the function of the road surface correction unit 76 for adjusting the high frequency correction amount is omitted.
  • the weight correction value calculation unit 71 and the acceleration / deceleration correction value calculation unit 72 correspond to the “correction amount preparation unit”.
  • the vibration of both the low frequency band and the high frequency band is corrected by the AR drawing unit 75. Then, the correction amount used in the AR drawing unit 75 is adjusted in order to avoid the cut-off.
  • the low frequency adjustment amount and the high frequency adjustment amount may be prepared by calculation or by acquisition from the outside.
  • the brightness is lowered and the state change or the saturation of the emission color is changed with respect to at least a part of the image elements of the superposed content CTs so that the superimposition deviation is not conspicuous when the correction amount is adjusted.
  • Changes in the mode of lowering are applied.
  • a process is performed to blur at least a part of the image elements of the superimposed content CTs so that the vicinity of the outer edge (boundary line) of the angle of view VA is displayed more vaguely. You may.
  • processing such as brightness reduction, saturation reduction, and blurring may be applied to the entire superimposed content CTs.
  • the content of the cancellation condition for suspending the correction adjustment may be changed as appropriate.
  • the video generation block satisfies the stop condition for a certain period of time. You can. Further, the cancellation condition does not have to be set.
  • the shape of the adjustment notification content CTf may be changed as appropriate.
  • the adjustment notification content CTf may be displayed in a rectangular frame shape that clearly indicates the entire outer edge of the angle of view VA. Further, the display of the adjustment notification content CTf may be omitted. Further, the display of the non-superimposed content CTn that presents the same kind of information as the superposed content CTs may be omitted.
  • Each content of the above embodiment has static elements such as display color, display brightness, and reference display shape, and dynamic elements such as blinking presence / absence, blinking cycle, animation presence / absence, and animation operation. May be changed as appropriate. Further, the static or dynamic elements of each content may be changed according to the driver's preference.
  • the driving scene illustrated in the above embodiment is an example.
  • the HMI system can perform information presentation using non-superimposed content and superposed content in a driving scene different from the above.
  • the target to be superimposed is not limited to intersections, pedestrians, etc., and may be appropriately changed as long as it can be detected by the external sensor 27.
  • the inertial sensor 40 of the above embodiment has a configuration in which a gyro sensor and an acceleration sensor are combined.
  • the configuration of the inertial sensor 40 can be changed as appropriate.
  • the inertial sensor includes a 3-axis gyro sensor that detects each angular velocity in the yaw direction, pitch direction, and roll direction, and a 3-axis acceleration sensor that detects each acceleration in the front-rear direction, the up-down direction, and the left-right direction of the vehicle. It may be a 6-axis motion sensor.
  • the inertial sensor may have a configuration including only the acceleration sensor or a configuration including only the gyro sensor among the gyro sensor and the acceleration sensor.
  • the posture change to be corrected and the posture change to be adjusted for correction may be one or more types including at least pitching among pitching, rolling, heave and the like.
  • the projected shape and projected position of the virtual image light Lvi imaged as the superimposed content CTs are sequentially corrected based on the position information of the eye point EP detected by the DSM 28.
  • the projection shape and the projection position of the virtual image light Lvi imaged as the superimposed content are controlled by using the preset reference eye point center setting information without using the detection information of the DSM 28.
  • the HUD projector 61 of the modified example 8 is provided with an EL (Electro Luminescence) panel instead of the LCD panel 62 and the backlight 63. Further, instead of the EL panel, a projector using a display such as a plasma display panel, a cathode ray tube and an LED can be adopted for the HUD.
  • EL Electro Luminescence
  • the HUD of the modified example 9 is provided with a laser module (hereinafter referred to as “LSM”) and a screen in place of the LCD panel 62 and the backlight 63.
  • LSM includes, for example, a laser light source, a MEMS (Micro Electro Mechanical Systems) scanner, and the like.
  • the screen is, for example, a micromirror array or a microlens array.
  • a display image is drawn on the screen by scanning the laser beam emitted from the LSM.
  • the HUD projects the display image drawn on the screen onto the windshield by the magnifying optical system 64, and displays the virtual image in the air.
  • the HUD of the modified example 10 is provided with a DLP (Digital Light Processing, registered trademark) projector.
  • a DLP projector has a digital mirror device (hereinafter, "DMD") provided with a large number of micromirrors, and a projection light source that projects light toward the DMD.
  • DMD digital mirror device
  • the DLP projector draws a display image on the screen under the control of linking the DMD and the projection light source.
  • a projector using LCOS Liquid Crystal On Silicon
  • a holographic optical element is adopted as one of the optical systems for displaying the virtual image Vi in the air.
  • each function provided by each of the ECUs 30 and 50 can be provided by software and hardware for executing the software, hardware only, hardware only, or a combination thereof. Further, when such a function is provided by an electronic circuit as hardware, each function can also be provided by a digital circuit including a large number of logic circuits or an analog circuit.
  • the form of the storage medium for storing the program or the like that can realize the above display control method may be changed as appropriate.
  • the storage medium is not limited to the configuration provided on the circuit board, but is provided in the form of a memory card or the like, is inserted into the slot portion, and is electrically connected to the control circuits of the ECUs 30 and 50. It may be there.
  • the storage medium may be an optical disk and a hard disk drive that serve as a copy base for the program to the ECUs 30 and 50.
  • the vehicle equipped with the HMI system is not limited to a general private car, but may be a vehicle for rent-a-car, a vehicle for a manned taxi, a vehicle for ride sharing, a freight vehicle, a bus, or the like. Further, the driverless vehicle used for the mobility service may be equipped with the HMI system.
  • the vehicle equipped with the HMI system may be a right-hand drive vehicle or a left-hand drive vehicle.
  • the traffic environment in which the vehicle travels may be a traffic environment premised on left-hand traffic, or may be a traffic environment premised on right-hand traffic.
  • the virtual image display shown in the present disclosure is appropriately optimized according to the road traffic law of each country and region, the steering wheel position of the vehicle, and the like.
  • control unit and its method described in the present disclosure may be realized by a dedicated computer constituting a processor programmed to execute one or a plurality of functions embodied by a computer program.
  • the apparatus and method thereof described in the present disclosure may be realized by a dedicated hardware logic circuit.
  • the apparatus and method thereof described in the present disclosure may be realized by one or more dedicated computers configured by a combination of a processor that executes a computer program and one or more hardware logic circuits.
  • the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Instrument Panels (AREA)
  • Controls And Circuits For Display Device (AREA)
PCT/JP2020/027590 2019-09-05 2020-07-16 表示制御装置、表示制御プログラム及びヘッドアップディスプレイ Ceased WO2021044741A1 (ja)

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WO2022244600A1 (ja) * 2021-05-18 2022-11-24 株式会社デンソー 車載表示制御装置

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JP7625452B2 (ja) * 2021-03-17 2025-02-03 ローム株式会社 ヘッドアップディスプレイ、映像補正方法及び映像補正プログラム
JP7841382B2 (ja) * 2022-07-27 2026-04-07 日本精機株式会社 ヘッドアップディスプレイ及びその制御装置
JP2024017515A (ja) * 2022-07-28 2024-02-08 日本精機株式会社 表示制御装置、ヘッドアップディスプレイ装置、及び表示制御方法
WO2025005031A1 (ja) * 2023-06-27 2025-01-02 日本精機株式会社 移動体用表示システム
WO2025134301A1 (ja) * 2023-12-21 2025-06-26 日産自動車株式会社 車両の情報表示方法および装置

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WO2022244600A1 (ja) * 2021-05-18 2022-11-24 株式会社デンソー 車載表示制御装置

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