WO2023229000A1

WO2023229000A1 - Display control device, display system, display device, and display control method

Info

Publication number: WO2023229000A1
Application number: PCT/JP2023/019462
Authority: WO
Inventors: 博平澤
Original assignee: 日本精機株式会社
Priority date: 2022-05-26
Filing date: 2023-05-25
Publication date: 2023-11-30

Abstract

The present invention suppresses such a state that visual recognition for front and periphery by a drive is blocked by a displayed image in a case where the image continues to be displayed even when a steering wheel is turned to bring about a right turn state or a left turn state.　A display system 180 installed in a vehicle 1 or a display control device 102 that controls display of an image by a display device 125 includes a control unit 113 that controls a display mode of the image and a steering information acquisition unit 115 that acquires information on a steering amount of the vehicle 1 wherein when the display of the image is required to be continued even when the steering wheel 4 is turned to bring about a right turn state or a left turn state at the time of right turn or left turn of the vehicle 1, the control unit 113 executes a visibility reduction process to reduce the visibility of the image according to the steering amount during the right turn at the time of the right turn or during the left turn at the time of the left turn on the basis of the information on the steering amount.

Description

Display control device, display system, display device, and display control method

The present invention relates to a display control device, a display system, a display device, a display control method, etc. that are mounted on a vehicle such as an automobile, for example.

Patent Document 1 discloses a technology in which when a vehicle turns left, the visibility of a left turn indication by a head-up display (HUD) device is reduced, and the display is hidden during the left turn (for example, FIG. 9(B) , (C), [0101] of the specification).

For example, [0101] of Patent Document 1 states, "In FIG. 9(B), the visibility of the left turn indication 15 is reduced because the vehicle 1 approaches the road 16 on which it turns left. In FIG. 9(C), The vehicle 1 is turning left, and in this state, the left turn indicator 15 is not displayed.''

JP2022-44136A

As a result of the inventor's studies, it was found that the image display may continue even when the steering wheel is turned and the vehicle is turning right or left. .

Hereinafter, a case where the vehicle turns right will be explained as an example. The same applies to left turns.

For example, a vehicle is approaching a right turn point, but the driver does not slow down for the right turn or make any preparations to approach the center line of the road, and instead continues straight ahead at a speed unsuitable for the right turn. A driving situation can be assumed in which the driver suddenly turns the steering wheel to the right and starts a right turn operation.

Although this is not a desirable example of driving manners, in reality, such unusual driving situations may occur.

In this case, the display control device cannot determine with certainty that the driver will turn right, so the navigation display consisting of an arrow urging the driver to turn right is displayed even immediately after the right turn, as an urgent caution or warning. can be continued.

Further, according to the studies of the present inventors, in a situation where the steering wheel is suddenly turned to the right as described above, the driver's line of sight moves to the right at a high speed. At this time, when viewed from the driver, the navigation image moves later than the movement of the line of sight, and is therefore perceived as being inserted from the left side.

At this time, if the driver's eyes are drawn to the image, there will be a momentary delay in checking the road ahead to the right, and this may become a factor in not being able to properly operate the steering wheel.

As a countermeasure to this problem, a process may be considered in which, when a right turn is started, the visibility of the navigation image is suddenly lowered to a level that is difficult to see visually, for example. However, in this case, it is conceivable that the sudden change in visibility may actually attract the driver's attention and cause him to lose his attention.
Therefore, during a short period during a sudden steering wheel, it is required to perform visibility control with unprecedented precision at an appropriate timing according to the turning situation of the vehicle.

In other words, it is necessary to guide the driver to turn right or left using navigation images, etc., and to prevent the driver from checking the front while turning right or left. It is important to ensure that both are compatible.

Furthermore, when the vehicle turns right, the steering wheel is turned to the right and then turned to the left to return to its original position. Even while the steering wheel is returning to its original position, appropriate display control is performed to present appropriate information to the driver and ensure that the presented image does not interfere with forward confirmation. is preferred.

Furthermore, if images for navigation and vehicle speed information are displayed together, the vehicle speed information is useful for the driver's appropriate braking operation, and taking this into consideration, , vehicle speed information, etc., are preferably kept visible at all times while suppressing any negative effects on the driver.
On the other hand, once the right or left turn has started, the driver does not need to pay attention to the navigation display, etc., and as the right or left turn progresses, the driver's attention is directed toward the direction of the turn. Even if the visibility is considerably reduced, there is no particular problem.
In this way, it is also important to perform visibility control for each image, taking into consideration the importance of the display content in the driving scene, the role it should play, and the like.

Further, even if the same vehicle speed is displayed, for example, if the display is close to the driver's eye level, it will have a large effect on the driver's vision, whereas if it is far away, the effect will be small. Therefore, for example, in a display system that can variably adjust the display position (for example, the display height position) of a vehicle speed display, etc., the degree of visibility control may be variably controlled in consideration of the display position. becomes important.
Such a problem was clarified by the present inventor. Such a problem is not described in Patent Document 1, and no solution to the problem is mentioned.

An object of the present invention is to continue displaying an image even when the steering wheel is turned and the steering wheel is turning right or turning left, and the displayed image is displayed in front of the driver. It is an object of the present invention to provide a display control device, a display system, and a display control method that can suppress obstructing the visibility of surroundings.

Other objects of the invention will become apparent to those skilled in the art upon reference to the following illustrative aspects and best embodiments, as well as the accompanying drawings.

Below, in order to easily understand the outline of the present invention, embodiments according to the present invention will be illustrated.

In the first aspect, the display control device includes:
A display system mounted on a vehicle or a display control device that controls the display of images by a display device,
a control unit that controls a display mode of the image;
a steering information acquisition unit that acquires information on the amount of steering of the vehicle;
has
The control unit includes:
When the vehicle turns right or left, the image continues to be displayed even when the steering wheel is turned and the vehicle is turning right or turning left.
Based on the information on the amount of steering, a visibility reduction process is executed to reduce the visibility of the image in accordance with the amount of steering of the steering wheel while turning right when turning right or turning left when turning left. .

In this aspect, a process for reducing the visibility of the displayed image, that is, a visibility reducing process, is executed in accordance with the amount of steering of the vehicle, for example, the rotation angle (turning angle) of the steering wheel.
The "rotation angle (turning angle) of the steering wheel" can also be referred to as "steering wheel angle, steering wheel angle". In addition, "steering wheel turning angle" also corresponds to "tire turning angle," so the term "turning angle" has a broad meaning that includes not only the steering wheel turning angle but also, for example, the tire turning angle. It can also be interpreted. Furthermore, the "vehicle steering amount" can also be rephrased as, for example, the "steering wheel steering amount."

Hereinafter, a right turn of a vehicle will be explained as an example. The same applies to left turns. When driving around a corner, as the steering wheel turns to the right, the driver's line of sight also moves to the right.

At this time, if a navigation image (virtual image) is displayed in front of the windshield (projected member) using a projection type display device such as a head-up display (HUD) device, then the image ( Similarly, the virtual image (virtual image) also moves to the right.

In other words, the movement of the driver's line of sight and the movement of the image displayed by the display device are linked to the rotation angle (turning angle) of the steering wheel and move in the same direction, i.e., to the right when turning right. moving in the direction.

If visibility control is suddenly performed, such as hiding the displayed image immediately after a right turn is started, the driver will notice that the displayed image suddenly becomes invisible. In other words, the change attracts the driver's eyes, which may draw the driver's attention and cause him or her to neglect visual recognition of the actual scene ahead in the turning direction of the vehicle.

The above problem can be suppressed by, for example, gradually reducing the visibility of the image according to the amount of steering of the steering wheel.

For example, in the early stages after starting a right turn, the brightness of the image is decreasing, but the brightness of the image is still at a level that allows visual inspection, so the driver may not be particularly alert. There is no.

As the right turn progresses further, for example, the brightness of the image further decreases, making it difficult to see visually, but at this stage, the driver shifts to checking the road condition after the right turn. Since the driver's line of sight is directed toward the road after the right turn, even if the visibility of the navigation image is considerably reduced, it does not attract particular attention and is not a problem.

Then, as the visibility of the image decreases over time, for example, when the rotation angle of the steering wheel is at its maximum, the visibility of the image decreases considerably, for example to the point where it is almost invisible ( However, this is just an example and is not limited to this example).

Next, when the steering wheel returns to its original position, i.e., returns, the driver's gaze changes direction more widely than at the beginning of the turn, in an attempt to quickly check surrounding and distant information on the road after the right turn. Although this is possible, in this case, the visibility of the image is sufficiently reduced, so that the driver's visibility of the actual scene can be prevented from being hindered.

In this way, by executing visibility reduction processing according to the amount of steering, it is possible to efficiently reduce the image displayed when the vehicle is in a turning state without drawing the driver's attention. can.

In other words, if the image continues to be displayed even when the steering wheel is turned and the driver is turning right or turning left, the displayed image may be in front of or around the driver. It is possible to suppress obstruction of visual recognition.

In a second aspect according to the first aspect,
The control unit includes:
The visibility reduction process may be executed when the amount of steering of the steering wheel is greater than or equal to a first threshold while turning to the right when turning right or turning to the left when turning left.

In the second aspect, visibility reduction processing is executed when the amount of steering associated with turning is equal to or greater than the first threshold value. In other words, in a state in which the amount of steering accompanying a turn does not reach the first threshold value, the visibility reduction process is not executed and the visibility of the displayed image is maintained.

As mentioned above, if there is a sudden change in visibility in the displayed image during the initial stage of a turn, this will draw the driver's attention and cause them to neglect checking the area ahead and around them in the direction of the turn. Because of this possibility, the visibility of the image is not changed at the initial stage. This eliminates the above problem.

In a third aspect subordinate to the second aspect,
The control unit includes:
When the steering amount reaches the first threshold value, the visibility may be decreased in a stepwise manner, and thereafter, the visibility may be controlled to gradually decrease as time passes.

In the third aspect, after implementing the control of the second aspect described above, when the amount of steering of the steering wheel reaches the first threshold, control is executed to lower the visibility by a predetermined amount in a stepwise manner. Ru. As the vehicle turns, the driver's line of sight or attention turns to the road ahead of the right turn (or left turn) and the surrounding conditions, so reducing visibility in a stepwise manner is particularly problematic. There isn't.

Moreover, the step-like change in visibility allows the visibility of the image to be instantly lowered by a desired amount. For example, when the steering wheel is suddenly turned, the time required to make a right turn is extremely short, and in that short time, the displayed image can be visually checked to make it easier to see the road ahead of the right turn (or left turn). Since it is necessary to efficiently reduce visibility, the stepwise reduction in visibility described above is effective.

Then, by gradually reducing visibility after a step-like reduction in visibility, image visibility decreases as the turn progresses, and when the steering wheel rotation angle reaches its maximum, visibility is sufficient. It has been lowered. For example, it is at a level that is almost invisible to the naked eye. In this way, visibility can be sufficiently reduced in a short period of time without attracting the driver's eyes, or in other words, without causing a sense of discomfort.

In a fourth aspect subordinate to the first aspect,
The control unit includes:
Even when a steering amount of the steering wheel is turned to the right when turning right or turning to the left when turning left is less than the first threshold, the visibility of the image is gradually reduced over time. You can.

In the fourth aspect, unlike the second aspect, the visibility reduction process is executed even when the amount of steering during turning is less than the first threshold value. However, if the visibility of the image is sharply reduced in this state, as described above, it may attract the driver's eyes and prevent the driver from checking the front. Therefore, the visibility of the image is gradually reduced over time. Thereby, the visibility of the image can be effectively reduced while avoiding attracting the driver's eyes.

In a fifth aspect subordinate to any one of the first to fourth aspects,
When the steering wheel reaches the maximum steering amount in a right turn when turning right or a left turn when turning left, the steering wheel is turned in the opposite direction and the steering wheel returns to the returning state,
The control unit includes:
Determining a second threshold value based on the maximum steering amount in a right turn when turning right or a left turn when turning left;
When the steering amount reaches a second threshold value, visibility increasing processing may be executed to increase the visibility of the image.

In the fifth aspect, when the steering wheel is turned in the opposite direction to return to its original position, the visibility of the image remains reduced until the steering amount reaches the second threshold. , when the steering amount reaches the second threshold, visibility increasing processing is started. Note that the second threshold value may be referred to as a visibility increase start angle.

Even if the steering wheel is turned in the opposite direction, the driver's line of sight will continue to move approximately in conjunction with the movement of the steering wheel for a while.

In this state, if you immediately increase the image visibility and restore the display, it will hinder the driver's ability to check the front and surrounding areas. maintain. Thereby, the above problem can be suppressed.

Furthermore, the second threshold value is not a fixed value, but is determined each time, for example, based on the maximum rotation angle of the steering wheel.

The more the steering wheel is turned, the faster the steering wheel returns, and the sooner the driver's line of sight returns to the front position (in other words, to the center position). The visibility (brightness, etc.) of the image needs to rise to normal visibility at the timing when the driver's line of sight returns to the central position.

Therefore, by appropriately setting the second threshold value based on the degree of turning of the steering wheel, it is possible to determine the timing when the line of sight returns to the front position and the timing when the visibility of the image (brightness, etc.) returns to the normal level. Can be matched. Therefore, it is possible to display a natural image immediately after completing a right or left turn.

In other words, by increasing the visibility of the image at an appropriate timing, the driver's visibility of the actual scene is not obstructed, and when the driver's line of sight returns to the central position, normal visibility (brightness, etc.) is maintained. ) can be accurately presented to the driver.

In a sixth aspect subordinate to any one of the first to fifth aspects,
The control unit includes:
If the speed of the vehicle before the steering wheel is turned and the vehicle is turning right or turning left is less than a third threshold, the visibility reduction process may not be executed. .

In the sixth aspect, if the vehicle is turning right or left at a sufficiently low speed, the visibility reduction process described above is not performed and the visibility of the displayed image is kept constant.

For example, because a vehicle entered an intersection at a fairly high speed, the control unit decided to continue displaying the navigation display to alert the driver. There may be cases where a right or left turn is made.

Further, for example, when the vehicle is about to enter a narrow alley or a road with many pedestrians, or when the vehicle is parked in a garage, the control unit may continue to display the navigation display as a warning. However, the vehicle speed may be, for example, the same speed as a person walking (eg, 10 km/h or less).

In such cases, the driver often looks carefully at the front and surroundings, and therefore often looks in a direction different from the turning direction of the steering wheel.

Therefore, there is no point in implementing the above-mentioned visibility reduction process, and the change in image visibility may instead attract the driver's attention and distract the driver. Therefore, in this case, it was decided to disable the visibility control of the displayed image and maintain the visibility (brightness, etc.) of the image.

In a seventh aspect subordinate to any one of the first to sixth aspects,
In the case where the images include a first image that has a large effect on the visibility of the front or surrounding area by the driver of the vehicle when turning right or left, and a second image that has a small effect,
The control unit includes:
Regarding the first image, the lower limit value of visibility reduction in the visibility reduction process may be set smaller than that of the second image.

In the seventh aspect, it is assumed that the first and second images are displayed. Since the first image has a relatively large effect on the driver's visibility of the road ahead, it is preferable to reduce the visibility (brightness, etc.) sufficiently so as not to hinder the driver's visibility of the actual scene.

The second image has a relatively small influence on the driver's forward visibility, so visibility is reduced, but the degree may be less than that of the first image. Further, this second image may be necessary information for safe operation, etc. In this case, it may be preferable for the second image to maintain a certain degree of visibility so that the driver can recognize it even after the visibility is reduced.

By taking such circumstances into consideration, it is possible to appropriately control the degree of decrease in visibility of each image.

Note that the "lower limit value of visibility reduction" can be predetermined, for example, assuming a standard amount of steering (rotation angle) of the steering wheel when turning right or turning left. However, the actual amount of steering of the steering wheel may exceed the standard amount of steering described above. In this case, it is preferable to update the lower limit value according to the actual amount of steering, for example. In other words, it is preferable to finely adjust the lower limit value by setting the visibility value (luminance value, etc.) corresponding to the maximum value of the actual steering amount as the new lower limit value. Note that when the lower limit value is updated, the value of the second threshold described above is also updated.

In an eighth aspect subordinate to the first to fourth aspects,
The control unit includes:
The lower limit value of visibility reduction in the visibility reduction process may be changed depending on at least one of the display position of the image and the content of the image.

In the eighth aspect, when setting the lower limit value of visibility reduction in visibility reduction processing, the lower limit value of visibility reduction is determined by considering at least one of the display position of the image and the content of the image (type of content, importance of content, etc.). I can do it.

For example, in the height direction of the vehicle, if there is an image or part of the image that is close to the driver's eye level and another image or part that is far away, the extent to which the former affects the visibility of the front and surrounding areas may be determined to be high and the latter to be low. In this case, it is preferable to set the lower limit of the visibility reduction of the image or image portion that has a higher degree of influence on the visibility of the front and surrounding areas to be smaller.

Additionally, the lower limit value of visibility reduction may be adjusted depending on the content of the image (type of content, importance of content, etc.). For example, the vehicle speed display is highly important as it is also information necessary for appropriate brake operation. Therefore, although the visibility is reduced to some extent, it is preferable to set the lower limit to a high value to ensure visibility to the extent that the driver can see it visually (however, this is not a limitation).

In a ninth aspect dependent on the seventh or eighth aspect,
The first image may be a navigation display indicating a right turn or a left turn, and the second image may be a display indicating a driving state of the vehicle.

For example, in a case where a navigation image and vehicle speed information (which may be a display showing the engine speed, etc.) are displayed together, the vehicle speed information may be determined by, for example, the driver's appropriate brake operation. Considering this point, it is preferable to keep the vehicle speed information visible to the driver at all times while suppressing the negative effects on the driver.

To give a specific example, if a high-brightness navigation image or image part continues to be displayed near eye level, it will easily catch the driver's attention and increase the possibility of the driver's attention being diverted. Therefore, after the middle of a turn, the navigation image or part of the image is reduced to a brightness level that is eventually almost invisible, while the degree of visual attraction is relatively low, but it is necessary for safe operation. Regarding the vehicle speed display, which is highly important from a viewpoint, it can be useful information for the driver, so appropriate visibility for each image is required, such as reducing the degree of decrease in visibility (brightness, etc.) and making it visible at all times. Sexual control is possible.
Furthermore, in a display system or the like in which the display position (for example, the display height position) of a vehicle speed display or the like can be variably adjusted, the degree of visibility control may be variably controlled in consideration of the display position.

In a tenth aspect subordinate to the first to ninth aspects,
In the visibility reduction process, the control unit:
When the steering amount reaches the first threshold value, the visibility is controlled to gradually decrease as time passes;
As the steering angle increases, the speed at which the visibility decreases over time may be increased continuously or stepwise.

The rate of decrease in visibility per unit time when the amount of steering is the first amount of steering is the first rate of decrease, and the rate of decrease in visibility per unit time when the amount of steering is the second amount of steering (larger than the first amount of steering). If the rate of decrease in visibility is the second rate of decrease, in the tenth embodiment, the second rate of decrease is faster than the first rate of decrease. That is, the larger the amount of steering, the greater the amount of decrease (amount of change) in visibility per unit time. It is assumed that the larger the amount of steering, the shorter the time it takes to switch to the return operation of the steering wheel, but by increasing the rate of decline, it is possible to maintain sufficient image visibility even in the short time it takes to switch to the return operation. It becomes possible to lower the amount.

In an eleventh aspect, the display system comprises:
at least one display device;
A display control device according to any one of the first to tenth aspects,
has.

According to the eleventh aspect, when the image is continued to be displayed even when the steering wheel is turned and the steering wheel is turned to the right or left, the displayed image is It is possible to provide a display system that can perform unprecedentedly sophisticated display control that can suppress obstruction of visibility of the front and surrounding areas.

In a twelfth aspect, the display device includes:
Equipped with a display control device according to any one of the first to tenth aspects,
An image is projected onto a projected member under display control by the display control device, and a virtual image of the image is made visible to a driver of the vehicle.

According to the twelfth aspect, when the image continues to be displayed even when the steering wheel is turned and the steering wheel is turning to the right or left, the displayed image is It is possible to provide a display device, for example, a HUD device, which can perform unprecedented advanced display control that can suppress obstruction of visibility of the front and surrounding areas.

In a thirteenth aspect, the display control method includes:
A display system mounted on a vehicle or a display control method for images by a display device, the method comprising:
Information on the amount of steering of the vehicle when the image continues to be displayed even when the steering wheel is turned and the vehicle is turning right or turning left. Based on this, a visibility reduction process is executed to reduce the visibility of the image in accordance with the amount of steering of the steering wheel during a right turn when turning right or during a left turn when turning left.

According to the thirteenth aspect, when the image continues to be displayed even when the steering wheel is turned and the steering wheel is turned to the right or left, the visibility of the image is determined over time. By changing this along with the above, it is possible to prevent the displayed image from interfering with the driver's visibility of the front and surrounding areas.

Those skilled in the art will readily understand that the illustrated embodiments according to the invention may be further modified without departing from the spirit of the invention.

FIG. 1 is a diagram showing an example of the configuration of a display system that executes display control according to the present invention. FIG. 2 is a diagram illustrating a configuration example of a display system including a HUD device and a display device. FIG. 3 is a diagram showing an example of a display at the time of a right turn and an example of the main part configuration of a control unit that executes visibility control of the display. FIG. 4 is a diagram illustrating a specific example of visibility reduction processing during a right turn of the steering wheel during a right turn. FIG. 5 is a diagram illustrating a specific example of visibility increasing processing during a return operation of the steering wheel during a right turn (during a left turn). FIG. 6 is a diagram illustrating an example of controlling the dimming speed with respect to the steering amount in the visibility reduction process. FIG. 7 is a diagram illustrating an example of visibility control over time. FIG. 8 is a diagram illustrating an example of changing the lower limit value of visibility reduction. FIG. 9 is a diagram showing another example of changing the lower limit value of visibility reduction. FIG. 10 is a flowchart illustrating an example of a procedure for display control by the display control device.

The best embodiment described below is used to facilitate understanding of the present invention. Therefore, those skilled in the art should note that the invention is not unduly limited by the embodiments described below.
Note that in the following description, a display device that can display a real image on a display screen, such as a liquid crystal panel, may be referred to as a "display device or display device."

Furthermore, a head-up display (HUD) device is typically known as a display device that projects an image (or image display light) onto a projection target member such as a windshield.
However, a HUD device projects an image through a reflective optical system such as a concave mirror, but this reflective optical system is removed and, for example, the image displayed on the display screen is directly projected onto the projected member. There is also equipment. This display device is also a type of HUD device in a broad sense. However, in this specification, for convenience, this is sometimes referred to as a direct projection display or a WSD (windshield display), and handled separately from the HUD device.

Additionally, as a projection type display device (display unit), a projector that projects image display light onto a steering wheel or the like can also be used. In this specification, a projector that is installed in a car and can display information in addition to interior decoration is referred to as an "in-car projector."

Refer to Figure 1. FIG. 1 is a diagram showing an example of the configuration of a display system that executes display control according to the present invention. In FIG. 1, the width direction of the vehicle (left and right direction as seen from the driver) is the X direction, the height direction of the vehicle is the Y direction, and the forward direction as seen from the driver is the Z direction.

The driving support system 10 includes an information collection unit 12 that collects various information, an electronic control unit (ECU) 14, a speed detection module 16 that detects the speed of the vehicle 1, and a steering amount of the vehicle 1, in other words, a steering wheel. and a steering amount detection module 18 that detects the rotation angle of the wheel, the turning angle of the tire, and the like.

The display system 180 includes a display control device (processor) 102, a speaker (audio output section) 106, an image analysis section 110, an occupant condition determination section 111, an in-vehicle projector 112, and an occupant of the vehicle 1 (driver, etc.). ), a center console monitor 121, a center information display (CID) 122, and a head-up display (HUD) device 125.

Note that the occupant condition determination section 111 may include, for example, a driving condition monitoring section 13 and a line-of-sight position detection section 15.

The HUD device 125 projects an image onto the windshield 2 (or a transparent or semi-transparent screen provided to cover the windshield 2), thereby allowing the HUD device 125 to project an image onto the windshield 2 (or a transparent or semi-transparent screen provided to cover the windshield 2), so that the HUD device 125 can move forward, for example, by a predetermined distance from the viewpoint of the occupant 5. A virtual image (image) can be displayed on a virtual virtual image display surface PS1 set in a remote space. The same applies to WSD.

Furthermore, a center information display (CID) 122 and a HUD device 125 are provided on the dashboard 120, and a center console monitor 121 is provided on the dashboard 120.

Further, the in-vehicle projector 112 can present necessary information by, for example, projecting the image R1 onto the steering wheel 4. However, this is just an example, and the in-vehicle projector 112 may project an image onto the dashboard 120, the windshield 2, or a screen (not shown) provided to cover the windshield 2.

The display control device (processor) 102 includes a control unit 113 that controls display modes (including visibility) of various display units, and an audio guide unit 105.

The control unit 113 includes an overall control unit 104 , a display control unit 107 , a HUD and WSD control unit 108 , and an in-vehicle projector control unit 109 . Further, the overall control section 104 includes a steering information acquisition section 115.

In FIG. 1, the HUD device 125 displays a virtual image V1 as a navigation display of an arrow prompting a right turn on the virtual image display surface PS1, and a vehicle speed display (in a broad sense, information indicating the driving state of the vehicle 1, which is information indicating the engine speed). A virtual image V2 (which may be numerical information, etc.) is displayed.

The driver 5 is looking ahead, for example, 5 meters or more ahead through the windshield 2, and his line of sight is quite upward. Here, the virtual image V1 as a vehicle speed display is displayed in a first region Z1 located below the driver's current line of sight, and the virtual image V2 as a navigation display is is displayed in a second area V2 located at a position close to the current line of sight.

Here, it is assumed that these displays are not erased and continue to be displayed even when a right turn is started. For example, when the vehicle 1 is driving straight into an intersection at a speed unsuitable for a right turn and attempts to make a right turn with a sharp steering wheel, the display control device (processor) 102 may display a navigation display that prompts the driver 5 to make a right turn. Since the possibility of overlooking the virtual image V2 cannot be denied, the virtual image V2 (and the virtual image V1) may continue to be displayed as a warning or caution.

At this time, the virtual image V1 as a navigation display, which is displayed at approximately the same height as the driver's 5's line of sight, easily attracts the driver's 5's eyes when turning right, and is difficult for the driver to see ahead or around. The degree of influence is large. On the other hand, although the virtual image V2 as a vehicle speed display is relatively less attractive, it can be said to be a highly important display from the viewpoint of safe driving. It is preferable that the visibility control of these images is appropriately executed for each image. This point will be discussed later.

Next, refer to FIG. 2. FIG. 2 is a diagram illustrating a configuration example of a display system including a HUD device and a display device. In FIG. 2, parts common to those in FIG. 1 are given the same reference numerals. This point also applies to subsequent figures.

In the example of FIG. 2, a housing 118 of a HUD device 125 is installed inside the dashboard 120. Further, above the HUD device 125, a display device 127 (corresponding to the center console monitor 121 and CID 122 in FIG. 1) consisting of a liquid crystal panel or the like is provided.

Additionally, the HUD device 125 includes an image display section 151 and an optical system 170. Furthermore, the virtual image V2 may be displayed on the virtual image display surface PS2 as a virtual image V2' instead of on the virtual image display surface PS1. In this case, since the virtual image display surface PS2 has a short virtual image display distance, it becomes easier for the driver 5 to visually recognize the virtual image V2. Further, the virtual image V2 may be displayed on the display surface of the display device 127 as a virtual image V2''.

The virtual image V1 is located closer to the height position of the viewpoint (eyes) 7 of the driver 5, and the virtual image V2 is located further away. Therefore, the virtual image V1 can be said to be an image that has a large influence on the driver's visibility of the front or surroundings, and the virtual image V2 can be said to be an image that has a small effect on the driver's visibility of the front or surroundings. can.

Next, refer to FIG. 3. FIG. 3 is a diagram showing an example of a display at the time of a right turn and an example of the main part configuration of a control unit that executes visibility control of the display.

In A-1 of FIG. 3, the vehicle 1 is traveling straight at a speed of 40 km/h. The vehicle 1 is approaching an intersection, and the HUD device 125 displays an image (virtual image) V1 as a navigation display of an arrow prompting a right turn, and an image (virtual image) V2 as a vehicle speed display (a display of "40 km/h"). , are displayed on the virtual image display surface PS1.

A right turn road (road to turn right) 9 is visible on the right side in front of the vehicle 1. The current vehicle speed is too high for a right turn, and the display control device 102 continues to display the images (virtual images) V1 and V2 as a warning or caution.

Then, when a right turn is started, visibility control including a visibility reduction process and a visibility increase process is performed on each of the images V1 and V2. Details of each process will be described later.
This allows for a structured procedure to be performed during a turn of the steering wheel (and during a return turn) in cases where the image display during a right or left turn continues even when the right or left turn is initiated. Accurate image visibility control is performed at the right time. This can prevent the image from interfering with visual recognition of the front, etc. This also contributes to preventing accidents.

A-2 in FIG. 3 shows an example of a configuration for executing visibility control. The overall control unit 104 of the display control device 102 includes a steering information acquisition unit 115, a visibility control unit 131, and a visibility increase start angle calculation unit 133.

The HUD and WSD control unit 108 operates based on commands from the overall control unit 104 (control unit 113), and supplies control signals to the HUD device 125. The HUD device 125 changes the visibility of the images V1 and V2 over time based on the control signal.

Next, refer to FIG. 4. FIG. 4 is a diagram illustrating a specific example of visibility reduction processing during a right turn of the steering wheel during a right turn. Hereinafter, a right turn of a vehicle will be explained as an example. The same applies to left turns.

In the example of FIG. 4, it is assumed that when the vehicle 1 turns right, the image continues to be displayed even when the steering wheel 4 is turned and the vehicle 1 is turning right.

If a sudden visibility control such as hiding the displayed image is performed immediately after the start of a right turn, the driver will see a change in which the displayed image suddenly becomes invisible. For example, the change attracts the driver's eye, which may draw the driver's attention and cause him or her to neglect visual recognition of the actual scene ahead in the turning direction of the vehicle. Particularly when making a sharp right turn, such a loss of attention can cause an accident, so careful visibility control is required.

Therefore, in the example of FIG. 4, visibility reduction processing is executed to appropriately reduce the visibility of the image as time passes, based on information on the amount of steering during a right turn.

Note that as the information on the amount of steering of the vehicle, for example, information on the rotation angle (turning angle) of the steering wheel can be used. Note that the "rotation angle (turning angle) of the steering wheel" can also be referred to as "steering wheel angle, steering wheel angle". In addition, "steering wheel turning angle" also corresponds to "tire turning angle," so the term "turning angle" has a broad meaning that includes not only the steering wheel turning angle but also, for example, the tire turning angle. It can also be interpreted. Furthermore, the "vehicle steering amount" can also be rephrased as, for example, the "steering wheel steering amount."

When driving around a corner, the driver's line of sight also moves to the right as the steering wheel 4 turns to the right. At this time, if a navigation image (virtual image) is displayed in front of the windshield (projected member) 2 using a projection type display device such as a HUD device, the image (virtual image) also Similarly, move to the right.

In other words, the movement of the driver's line of sight and the movement of the image displayed by the display device are linked to the rotation angle (turning angle) of the steering wheel 4, and are moved in the same direction, that is, when turning to the right. Move to the right.

In consideration of this point, in the example of FIG. 4, visibility reduction processing is performed to appropriately reduce the visibility of the image over time, depending on the amount of steering of the steering wheel 4. In A-1 to A-5 of FIG. 4, the rotation angle of the steering wheel changes sequentially from θ0 to θ5. In FIG. 4, a reference point P1 serving as a virtual mark is attached to the steering wheel 4 in order to make it easier to understand the degree of turning of the steering wheel 4. A virtual center point P0 of the steering wheel 4 is also shown.

A-1 in FIG. 4 is almost the same as the upper view of A-1 in FIG. 3 shown above. In A-1 of FIG. 4, the rotation angle of the steering wheel is θ0 (=0).

At A-2 in FIG. 4, the rotation angle of the steering wheel reaches the first threshold value θ1 (for example, 45°). When the rotation angle of the steering wheel does not reach θ1, the visibility reduction process is not executed, or it is executed, but at least the initial visibility reduction rate is set to a small value and adjusted so that the image does not change suddenly. do. Details of this control will be described later.

When the rotation angle of the steering wheel reaches the first threshold value θ1 (for example, 45°), the control unit 113 starts visibility reduction processing. As a result, the visibility of images V1 and V2 decreases over time.

However, A-2 in FIG. 4 corresponds to the initial stage shortly after starting a right turn. Therefore, although the brightness of the images V1 and V2 decreases, the brightness of the images V1 and V2 is still high enough to be visually recognized, and the change in the images is not noticeable and does not draw the driver's attention.

Then, as the right turn progresses further, the visibility of the image further deteriorates. Note that the visibility can be reduced by reducing the brightness of the image. However, the visibility may be changed by changing the color or saturation, or by reducing the size of the image. Further, visibility may be changed by changing the display mode such as removing a pattern.

As the progress progresses from A-3 (steering wheel rotation angle is θ3) to A-4 (steering wheel rotation angle is θ4) in Figure 4, the visibility of the navigation image V1 in particular deteriorates further, making visual inspection difficult. It becomes.

However, at this stage, the driver is transitioning to checking the road conditions after turning right, and his/her line of sight is directed toward the road after the right turn, so the visibility of the navigation image has decreased considerably. However, it does not attract particular attention and is not a problem.

Furthermore, although the visibility of image V2 as a vehicle speed display is reduced, it is not reduced as much as image V1, and remains visible. Since the image V2 as a vehicle speed display has a relatively low influence on the driver and is useful for appropriate brake operation, etc., it is preferable to make it visible at all times.

At A-5 in FIG. 4, the rotation angle of the steering wheel is at its maximum. The visibility of the image V1 has decreased to the extent that it is almost invisible, for example. In other words, visibility has decreased to near a level where visual visibility is difficult (and may include a level where visual visibility is impossible). However, this is just an example, and the invention is not limited to this example. This prevents the image V1 from becoming a hindrance when the driver checks the condition of the road 9 at the right turn destination.

Next, refer to FIG. 5. FIG. 5 is a diagram illustrating a specific example of visibility increasing processing during a return operation of the steering wheel during a right turn (during a left turn).

A-1 in FIG. 5 is the same as A-5 in FIG. 4. The steering wheel 4 turns to the left as time passes and eventually returns to its original position.

At A-2 in FIG. 5, the rotation angle of the steering wheel reaches the second threshold value θ6. After this, a visibility increasing process is executed to increase the visibility of images V1 and V2. The second threshold may be referred to as the visibility rise start angle.

During the period until the rotation angle of the steering wheel reaches the second threshold value θ6, the visibility of images V1 and V2 remains low.

Even if the steering wheel is turned in the opposite direction, the driver's line of sight will continue to move approximately in conjunction with the movement of the steering wheel for a while. In this state, if the visibility of images V1 and V2 is immediately increased to restore the display, it will impede the driver's ability to check the front and surroundings. During the period from the value θ5 to the second threshold θ6), the visibility of the image remains sufficiently reduced. Thereby, the above problem can be suppressed.

Furthermore, it is preferable that the second threshold value θ6 is not a fixed value, but is determined each time, for example, based on the maximum rotation angle θ5 of the steering wheel.

The more the steering wheel 4 is turned, the faster the steering wheel 4 returns, and the sooner the driver's 5 line of sight returns to the front position (in other words, the center position). The visibility (brightness, etc.) of the image needs to return to normal visibility at the timing when the driver's 5 line of sight returns to the central position.

Therefore, the second threshold value θ6 is appropriately set based on the degree of turning of the steering wheel 4 (in other words, the value of the maximum rotation angle θ5). As an example, the second threshold value θ6 is set to about 30% of the maximum rotation angle θ5. However, if 30% of the maximum rotation angle θ5 is smaller than the first threshold θ1 (for example, 45°), the value of the first threshold θ1 is set as the second threshold θ6. Thereby, the timing when the line of sight returns to the front position can be matched with the timing when the visibility (brightness, etc.) of the image returns to the normal level.

As time passes, it progresses from A-2 in Fig. 5 to A-3 (steering wheel rotation angle is θ7), A-4 (steering wheel rotation angle is θ8), and in A-5 in Fig. 5, the steering The wheel 4 has returned to its original position (in other words, the position before the right turn).

When moving from A-2 to A-3 and A-4 in FIG. 5, the visibility of the navigation images V1 and V2 increases and becomes easier to see.

In addition, in A-4 of FIG. 5, the navigation image V1 switches to an image of an arrow that encourages going straight (in other words, the navigation image after turning right) (however, this is not limited to A-4 of FIG. (The same image as in 3 may be displayed.)

Then, at A-5 in FIG. 5, the steering wheel 4 returns to its original position, and the images V1 and V2 become at the normal visibility level.

In this way, even when the steering wheel is turned in the opposite direction and returned to its original position, the visibility of the image is accurately controlled.

As a result, at the beginning of the return operation, the visibility of the image is maintained low, making it difficult for the driver's eyes to be drawn to it. Therefore, the driver can concentrate on checking the road ahead.

In addition, in the middle and final stages of the return movement, the visibility of the image increases, but at this stage, the driver's line of sight is moving over a wide range to check the front (especially in the distance) and surroundings after turning right. Therefore, there is no particular problem even if the visibility of the image increases.

In this way, by executing the visibility increasing process according to the amount of steering, it is possible to appropriately control the visibility of the image.

Next, refer to FIG. 6. FIG. 6 is a diagram illustrating an example of controlling the dimming speed with respect to the steering amount in the visibility reduction process. In FIG. 6, the horizontal axis represents the steering amount, and the vertical axis represents the dimming speed (brightness reduction speed). A linear dimming method such as A-1 in FIG. 6 may be adopted, or a polygonal dimming method such as A-2 in FIG. 6 may be adopted.

In the dimming control method (luminance reduction method) according to the characteristic line Qa shown in A-1 of FIG. 6, the dimming speed is 0 when the steering amount is from 0 to θ1 (first threshold). In other words, visibility reduction processing for the image is not performed.

When the steering amount reaches the first threshold value θ1, the dimming speed becomes α. Thereafter, the speed of dimming increases in proportion to the amount of steering. For the steering amount θx, the light attenuation speed is β.

In the dimming control method (luminance reduction method) shown in A-2 of FIG. 6 that follows the characteristic line Qb, the dimming speed is 0 when the steering amount is from 0 to θ1 (first threshold value). In other words, visibility reduction processing for the image is not performed.

When the steering amount reaches the first threshold value θ1, the dimming speed becomes α. When the amount of steering further increases, the light attenuation speed increases according to the characteristic line Qb1. When the amount of steering further increases, the light attenuation speed increases according to the characteristic line Qb2. When the amount of steering further increases, the light attenuation speed increases according to the characteristic line Qb3. For the steering amount θx, the light attenuation speed is β.

In the dimming control method (luminance reduction method) shown in A-3 of FIG. 6 that follows the characteristic line Qc, the dimming speed is 0 when the steering amount is from 0 to θ1 (first threshold). In other words, visibility reduction processing for the image is not performed.

When the steering amount reaches the first threshold value θ1, the dimming speed becomes α, and even if the steering amount further increases, the dimming speed remains constant at α as shown by the characteristic line Qc1. When the amount of steering further increases, the light attenuation speed becomes α1 (>α), and even if the amount of steering further increases, the light attenuation speed remains constant at α1 as shown by the characteristic line Qc2. When the amount of steering further increases, the speed of light attenuation becomes α2 (>α1), and even if the amount of steering further increases, the speed of light attenuation remains constant at α2 as shown by the characteristic line Qc3. For the steering amount θx, the light attenuation speed is β. That is, in some dimming control methods (luminance reduction methods), the dimming speed may be increased in steps as the amount of steering increases.

Next, refer to FIG. FIG. 7 is a diagram illustrating an example of visibility control over time. An example of a change in image visibility over time is shown by a solid characteristic line Q1. Note that during the period Ta from time t0 to time t2, dimming control is performed according to the characteristic line Qa shown by A-1 in FIG.
A period Ta from time t0 to t2 is a period during which the steering wheel turns to the right during a right turn. Further, the period Tb from time t2 to t4 is a return operation (return operation) period of the steering wheel.
At time t1, the rotation angle of the steering wheel reaches the first threshold value θ1, and at time t2 it reaches the maximum angle θ5. Further, at time t3, the rotation angle of the steering wheel becomes the second threshold value θ6. At time t4, the steering wheel returns to its original position and the rotation angle becomes 0.

In the visibility control according to the characteristic line Q1, the control unit 113 (see FIGS. 1 and 3) sets the steering amount of the steering wheel 4 during a right turn when turning right or when turning left when turning left to a first threshold value. If θ1 or more, visibility reduction processing is executed. In other words, in a state in which the amount of steering accompanying a turn does not reach the first threshold value, the visibility reduction process is not executed and the visibility of the displayed image is maintained.

Note that the above control is an example and is not limited to this. For example, in FIG. 7, the visibility may be gradually reduced over time even during the period from time t0 to time t1, as shown by the dashed-dotted characteristic line Q2. In other words, the control unit 113 adjusts the visibility of the image over time even when the steering amount of the steering wheel is less than the first threshold θ1 during a right turn when turning right or when turning left when turning left. On the other hand, it may be gradually lowered.

However, if the visibility of the image is sharply reduced, as mentioned above, it may attract the driver's eyes and prevent the driver from checking the front. Therefore, during the period from time t0 to time t1, the rate of decrease in visibility over time is set low. For example, the rate of decrease in visibility over time is preferably set to be smaller than the rate of decrease in visibility over time when the rotation angle of the steering wheel becomes equal to or greater than the first threshold value t1. Thereby, the visibility of the image can be effectively reduced while avoiding attracting the driver's eyes.

Further, at time t1, when the steering amount reaches the first threshold value θ1, the control unit 113 lowers the visibility in a stepwise manner. As a result, the visibility level drops to level Le1. Thereafter, during the period from time t1 to time t2, visibility is controlled so that visibility gradually decreases as time passes.

In this way, at time t1, control is executed to lower the visibility of the image by a predetermined amount in a stepwise manner. However, as the vehicle turns, the driver's line of sight or attention turns to the road ahead of the right turn (or left turn) and the surrounding conditions, so even if visibility is reduced step-by-step, There are no particular problems.

Then, by gradually reducing the visibility after the step-like decrease in visibility, the visibility of the image decreases as the turn progresses, and when the rotation angle of the steering wheel reaches the maximum value θ5, the visibility decreases. It has been sufficiently lowered. For example, it is at a level that is almost invisible to the naked eye. In this way, visibility can be sufficiently reduced in a short period of time without attracting the driver's eyes, or in other words, without causing a sense of discomfort.

After time t2, a return operation (return operation) period Tb of the steering wheel occurs, and the steering wheel 4 is turned to the left (reverse rotation).

As explained above, during the period when the rotation angle of the steering wheel is between θ5 and θ6, the visibility of the image remains low. Further, the second threshold value θ6 is determined based on the maximum angle θ5.

In other words, when the steering wheel 4 reaches the maximum steering amount in a right turn when making a right turn or a left turn when making a left turn, and then is turned in the opposite direction and the steering wheel returns to its original state, the control unit 113 The second threshold value θ6 is determined based on the maximum steering amount θ5 for a right turn when turning right or a left turn when turning left. Then, when the rotation angle (steering amount) of the steering wheel reaches the second threshold value θ6, a visibility increasing process is executed to increase the visibility of the image.

Even if the steering wheel 4 is turned in the opposite direction, the driver's 5's line of sight continues to move substantially in conjunction with the movement of the steering wheel 4 for a while. In this state, if you immediately increase the image visibility and restore the display, it will hinder the driver's ability to check the front and surrounding areas. maintain. Thereby, the above problem can be suppressed.

Furthermore, the second threshold value θ6 is not a fixed value, but is determined each time, for example, based on the maximum rotation angle of the steering wheel 4.

The more the steering wheel is turned, the faster the steering wheel returns, and the sooner the driver's line of sight returns to the front position (in other words, to the center position). It is necessary that the visibility (brightness, etc.) of the image rises to normal visibility at the timing when the driver's line of sight returns to the central position.

Therefore, by appropriately setting the second threshold value θ5 based on the degree of turning of the steering wheel, the timing when the line of sight returns to the front position and the timing when the visibility of the image (brightness, etc.) returns to the normal level can be determined. can be matched. Therefore, it is possible to display a natural image immediately after completing a right turn (left turn).

In this way, by increasing image visibility at the appropriate timing, the driver's visibility of the actual scene is not obstructed, and when the driver's line of sight returns to the central position, normal visibility (brightness etc.) can be accurately presented to the driver.

After time t3, the visibility of the image increases. In the control example following the characteristic line Q1, the visibility of the image increases in a stepwise manner at time t3, and thereafter, the visibility increases as time passes. However, this is just an example, and the invention is not limited to this example.

For example, the period from time t3 to time t4 is, for example, about 0.5 seconds, which is extremely short. In addition, control may be performed to quickly restore the visibility of the image.

The visibility reduction process and visibility increase process described above are performed when the vehicle speed is sufficiently reduced, in other words, before the steering wheel 4 is turned and the steering wheel 4 is turned to the right or left turn. If the speed of the vehicle 1 in is less than the third threshold (for example, 10 km/h), the execution may not be performed.

For example, since the vehicle 1 entered an intersection at a fairly high speed, the control unit 113 decided to continue displaying the navigation display with the purpose of calling attention to it, but immediately afterward, an appropriate brake operation was performed and the vehicle 1 was sufficiently decelerated. , there may be cases where a right or left turn is made after that.

Furthermore, for example, when the vehicle 1 is about to enter a narrow alley or a road with many pedestrians, or when it is parked in a garage, the control unit 113 continues to display the navigation display as a warning. However, the vehicle speed may be, for example, the same speed as a person walking (eg, 10 km/h or less).

In such cases, the driver often looks carefully at the front and surroundings, and therefore often looks in a direction different from the turning direction of the steering wheel 4.

In such a case, there is no point in implementing the above-mentioned visibility reduction process, and on the contrary, the change in image visibility may attract the driver's eyes and distract the driver. . Therefore, in this case, it was decided to disable the visibility control of the displayed image and maintain the visibility (brightness, etc.) of the image.

Next, refer to FIG. 8. FIG. 8 is a diagram illustrating an example of changing the lower limit value of visibility reduction.

In the display example described above, the navigation image V1 for right turns (or left turns) and the image V2 for displaying vehicle speed are mixed.

As explained above, since the navigation image V1 is close to the driver's eye level, the navigation image V1 has a relatively large effect on the driver's visibility of the front or surroundings when turning right or left. It can be said that it is one image.

On the other hand, the image V2 of the vehicle speed display (information indicating the operating status of the vehicle in a broad sense) is far from the driver's eye level and can be said to be a second image that has a relatively small influence.

Here, the control unit 113 may set the lower limit value of visibility reduction in the visibility reduction process for the first image V1 to be smaller than that for the second image.

Here, the "lower limit of visibility reduction" can be determined in advance, for example, assuming a standard steering amount (rotation angle) of the steering wheel when turning right or left. However, the actual amount of steering of the steering wheel may exceed the standard amount of steering described above. In this case, it is preferable to update the lower limit value according to the actual amount of steering, for example. In other words, it is preferable to finely adjust the lower limit value by setting the visibility value (luminance value, etc.) corresponding to the maximum value of the actual steering amount as the new lower limit value. Note that when the lower limit value is updated, the value of the second threshold value θ5 described above is also updated.

As shown in A-1 of FIG. 8, for the navigation image (first image) V1, the lower limit of visibility is Le2. On the other hand, as shown in A-2 of FIG. 8, the lower limit of the visibility of the vehicle speed display image (second image) V2 is Le3 (>Le2).

In the example of FIG. 8, the first image V1 has a relatively large effect on the driver's visibility of the road ahead, so the first image V1 has sufficient visibility (brightness, etc.) so as not to hinder the driver's visibility of the actual scene. decrease.

On the other hand, since the second image V2 has a relatively small influence on the driver's forward visibility, the visibility is lowered, but the degree is less than that of the first image V1. This second image (vehicle speed information, etc.) V2 is necessary information for safe driving, etc., so the second image V2 is so that the driver can recognize it even after reducing visibility. A certain degree of visibility is ensured.

In this way, when a plurality of images are displayed, the degree of decrease in visibility of each image can be individually and appropriately controlled.

Furthermore, the lower limit value for each image can be determined by taking into consideration the display position of each image, the importance of its display content (in other words, content), etc.

In other words, the control unit 113 may change the lower limit value of visibility reduction in the visibility reduction process depending on at least one of the display position of the image and the content of the image.

As explained earlier, for example, in the height direction of the vehicle, if there is an image or part of the image that is close to the driver's eye level and another image or part that is far away, the former is It may be determined that the degree of influence on visibility is high, and the latter is low. In this case, it is preferable to set the lower limit of the visibility reduction of the image or image portion that has a higher degree of influence on the visibility of the front and surrounding areas to be smaller.

Additionally, the lower limit value of visibility reduction may be adjusted depending on the content of the image (type of content, importance of content, etc.). For example, the vehicle speed display (which may be a display representing the engine rotational speed, etc.) is also information necessary for appropriate brake operation, and is therefore highly important. Therefore, although the visibility is reduced to some extent, it is preferable to set the lower limit to a high value to ensure visibility to the extent that the driver can visually see it.

In other words, if a high-brightness navigation image or part of the image continues to be displayed, for example near eye level, it will easily catch the driver's eye and increase the possibility that the driver's attention will be diverted. After the middle of a turn, the image or image part, for example, should be reduced to a brightness level that is eventually almost invisible, while the degree of visual attraction is relatively low, but it is important from the perspective of safe operation. Since a vehicle speed display with a high speed can be useful information for the driver, it is possible to appropriately control visibility for each image by reducing the degree of decrease in visibility (brightness, etc.) and making it visible at all times. It is.

Next, refer to FIG. 9. FIG. 9 is a diagram showing another example of changing the lower limit value of visibility reduction.

Similarly to FIG. 8, in FIG. 9, an image for right-turn or left-turn navigation and an image showing the driving state of the vehicle are displayed together.

However, in the example of FIG. 9, in addition to the arrow image V1, for example, a white line image V3, which has the effect of clarifying the road being traveled, is also displayed as a navigation image.

In this case, the arrow image V1 has a higher degree of importance from the perspective of vehicle operation. Therefore, in A-1 of FIG. 9, the lower limit of visibility for white line image V3 is set to L4 (for L4, for example, the relationship L2<L4<L3 holds) in accordance with its importance. Can be set. This allows visibility to be controlled appropriately depending on the content.
Furthermore, in A-2 of FIG. 9, the vehicle speed display V2 is displayed above the navigation image V1.
Therefore, the influence of the vehicle speed display V2 on the driver's vision is increasing. Therefore, the lower limit value of the visibility reduction of the vehicle speed display V2 is set to Le2, which is the same as the lower limit value of the navigation image V1.
Thereby, when the rotation angle of the steering wheel reaches the maximum, the visibility of the vehicle speed display V2 is reduced to a sufficiently low level equivalent to the visibility of the navigation image V1. Therefore, the driver's eyes are prevented from attracting attention.
In this way, in display systems that can variably adjust the display position (for example, the display height position) such as vehicle speed display, it is also possible to variably control the degree of visibility control in consideration of the display position. It is possible.

Next, refer to FIG. FIG. 10 is a flowchart illustrating an example of a procedure for display control by the display control device.

In step S1, a navigation image for right or left turns is displayed. In step S2, it is determined whether the image display is to be continued even during a right turn or a left turn.

If the result of step S2 is Y, the process moves to step S3, and if the result is N, the process ends. In step S3, information on the amount of steering, for example the rotation angle of the steering wheel, is acquired. In step S4, visibility reduction processing is performed in accordance with the amount of steering while the steering wheel is turning.

In step S5, it is determined whether the rotation angle of the steering wheel has reached the maximum value. If Y, the process moves to step S6. If N, the process returns to step S4.

In step S6, the angle at which control to increase visibility is started (in other words, the second threshold, or the visibility increase start angle) is calculated. For example, about 30% of the maximum rotation angle can be set as the second threshold value. However, if the calculated value is smaller than the first threshold (the rotation angle at which the visibility reduction process is started), the first threshold may be used as the second threshold.

In step S7, it is determined whether the rotation angle of the steering wheel has reached the visibility increase start angle (second threshold). When the determination is N, the determination state is continued, and when the determination is Y, the process moves to step S8.

In step S8, a process for increasing visibility during the return operation of the steering wheel is executed. When increasing the brightness of an image, it is also possible to switch the content image to be displayed at an appropriate timing.

In step S9, it is determined whether the steering amount has become 0, or in other words, whether the steering wheel has returned to its original position (in other words, a state where the steering wheel does not turn). If N, the process moves to step S8, and if Y, the process ends.

As explained above, according to the present invention, when the display of the image during a right turn or left turn is continued even when the right turn or left turn is started, the display of the image is continued even when the right turn or left turn is started, while the steering wheel is turning (and during the return turn). ), accurate image visibility control can be performed at the right time under a structured procedure. This can prevent the image from interfering with visual recognition of the front, etc. This also contributes to preventing accidents.
In other words, in actual driving situations, for example, unusual driving may occur, and there is a need for display control technology that can handle such driving situations. Based on this knowledge, the present invention implements highly accurate visibility control at accurate timing according to the amount of steering, and also performs visibility control based on the importance of the content and whether it is close to the driver's eye level or not. Comprehensive and systematic visibility control is performed, taking into consideration the degree of impact on vision, such as distance. This also contributes to preventing accidents.

As described above, according to the present invention, when the image is continued to be displayed even when the steering wheel is turned and the steering wheel is turning right or turning left, the displayed image is It is possible to suppress obstruction of the person's visibility of the front and surrounding areas.

In this specification, the term vehicle can also be broadly interpreted as a vehicle. In addition, terms related to navigation (for example, signs, etc.) shall be interpreted in a broad sense, taking into account, for example, the perspective of navigation information in a broad sense that is useful for vehicle operation.
Furthermore, the terms "right turn" and "left turn" shall be interpreted in a broad sense. For example, a turn of the vehicle, such as when the vehicle travels on a heavily meandering road while turning the steering wheel sharply, can be regarded as a "right turn" or "left turn."

Furthermore, various display devices other than those described in the embodiments may be used as display devices included in the display system.

Furthermore, display devices include those used as simulators (for example, simulators of automobiles and aircraft, simulators as game devices, etc.).

The invention is not limited to the exemplary embodiments described above, and those skilled in the art will be able to easily modify the exemplary embodiments described above to the extent that they fall within the scope of the claims. .

1...Vehicle (own vehicle), 2...Projected member (reflective translucent member, windshield, etc.), 4...Steering wheel, 5...Driver, 9...Road to turn right , 10... Driving support system, 12... Information gathering section, 13... Driving state monitoring section, 14... Electronic control unit (ECU), 15... Line of sight position detection section, 16... Speed detection module, 18... Steering amount detection module, 102... Display control device (processor), 104... General control unit, 106... Speaker (audio output unit), 107... Display device control 108... HUD and WSD control unit, 109... In-vehicle projector control unit, 110... Image analysis unit, 111... Occupant state determination unit, 112... In-vehicle projector, 113... Control unit, 114... Imaging camera (pupil detection camera, gaze direction detection camera, face orientation detection camera), 115... Steering information acquisition unit, 118... Housing, 120... Dashboard, 121 ... Center console monitor, 122 ... Center information display (CID), 125 ... Head up display (HUD) device, 131 ... Visibility control unit, 133 ... Visibility rise start angle (first 2 threshold value) calculation unit, 151... Image display unit, 170... Optical system, 180... Display system, V1... Navigation image (first image), V2... Vehicle operation status information indicating (vehicle speed display, second image), PS1, PS2...virtual image display surface.

Claims

A display system mounted on a vehicle or a display control device that controls the display of images by a display device,
a control unit that controls a display mode of the image;
a steering information acquisition unit that acquires information on the amount of steering of the vehicle;
has
The control unit includes:
When the vehicle turns right or left, the image continues to be displayed even when the steering wheel is turned and the vehicle is turning right or turning left.
Based on the information on the amount of steering, a visibility reduction process is executed to reduce the visibility of the image in accordance with the amount of steering of the steering wheel while turning right when turning right or turning left when turning left. ,
Display control device.
The control unit includes:
Executing the visibility reduction process when the amount of steering of the steering wheel while turning to the right when turning right or turning to the left when turning left is greater than or equal to a first threshold;
The display control device according to claim 1.
The control unit includes:
When the steering amount reaches the first threshold value, the visibility is decreased in a stepwise manner, and thereafter, the visibility is controlled to gradually decrease as time passes;
The display control device according to claim 2.
The control unit includes:
The visibility of the image is gradually reduced over time even when the steering amount of the steering wheel is less than the first threshold while turning to the right when turning right or turning to the left when turning left. ,
The display control device according to claim 1.
When the steering wheel reaches the maximum steering amount in a right turn when turning right or a left turn when turning left, the steering wheel is turned in the opposite direction and the steering wheel returns to the returning state,
The control unit includes:
Determining a second threshold value based on the maximum steering amount in a right turn when turning right or a left turn when turning left;
When the steering amount reaches a second threshold, a visibility increasing process is executed to increase the visibility of the image.
The display control device according to claim 1.
The control unit includes:
According to claim 1, when the speed of the vehicle before the steering wheel is turned and the vehicle is turning right or turning left is less than a third threshold, the visibility reducing process is not performed. The display control device described.
In the case where the images include a first image that has a large effect on the visibility of the front or surrounding area by the driver of the vehicle when turning right or left, and a second image that has a small effect,
The control unit includes:
For the first image, the lower limit of visibility reduction in the visibility reduction process is set smaller than for the second image;
The display control device according to claim 1.
The control unit includes:
Changing the lower limit of visibility reduction in the visibility reduction process according to at least one of the display position of the image and the content of the image;
The display control device according to claim 1.
the first image is a navigation display;
The second image is a display indicating a running state of the vehicle,
The display control device according to claim 7.
In the visibility reduction process, the control unit:
When the steering amount reaches the first threshold value, the visibility is controlled to gradually decrease as time passes;
As the steering angle increases, the speed at which the visibility decreases over time is increased continuously or stepwise;
The display control device according to claim 1.
at least one display device;
A display control device according to any one of claims 1 to 10,
has,
display system.
Equipped with the display control device according to any one of claims 1 to 10,
A display device that projects an image onto a projected member under display control by the display control device and allows a driver of a vehicle to view a virtual image of the image.
A display system mounted on a vehicle or a display control method for images by a display device, the method comprising:
Information on the amount of steering of the vehicle when the image continues to be displayed even when the steering wheel is turned and the vehicle is turning right or turning left. Based on the above, a visibility reduction process is executed to reduce the visibility of the image according to the amount of steering of the steering wheel during a right turn when turning right or during a left turn when turning left.
Display control method.