JP2021127032A - Display control device and display control program - Google Patents

Abstract

To provide a display control device and the like capable of enhancing convenience of information presentation.SOLUTION: An HCU has a function of a display control device for controlling display by a head-up display. A vehicle A using the HCU has a speed manager that is a speed control function of controlling travel speed. The HCU acquires control information of the travel speed by the speed manager, and displays deceleration contents CTd indicating deceleration start of the vehicle A by the speed manager. Furthermore, the HCU displays acceleration contents CTa indicating acceleration start of recovering the travel speed after the deceleration by the speed manager.SELECTED DRAWING: Figure 4

Description

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

For example, Patent Document 1 discloses a vehicle display device that superimposes a deceleration promotion image on the front of a vehicle by a head-up display when it is determined that the speed is excessively increased on a curve or the like.

Japanese Unexamined Patent Publication No. 2006-31618

Generally, when decelerating on a curve or the like, acceleration for recovering the traveling speed after deceleration is required. However, in the vehicle display device of Patent Document 1, only information presentation for urging the driver to decelerate is performed. Therefore, the driver cannot know how long the decelerated state will continue, in other words, where the speed recovery will start or be allowed. Therefore, the convenience of the driver is impaired.

An object of the present disclosure is to provide a display control device and a display control program capable of enhancing the convenience of presenting information.

In order to achieve the above object, one disclosed aspect is a display control device used in a vehicle (A) having a speed control function for controlling a traveling speed and controlling a display by a head-up display (20). , An information acquisition unit (72) that acquires control information of the running speed by the speed control function, a deceleration content (CTd) that indicates the start of deceleration of the vehicle by the speed control function, and a start of acceleration that recovers the running speed after deceleration. It is a display control device including a display generation unit (76) for displaying accelerated contents (CTa).

Further, one disclosed aspect is a display control device used in a vehicle (A) having a speed control function for controlling a traveling speed and controlling a display by a head-up display (20), and traveling by the speed control function. An information acquisition unit (72) that acquires speed control information, a deceleration content (CTd) that indicates the start of deceleration of the vehicle by the speed control function, and a deceleration continuation content (CTd) that indicates that the running speed is continuously suppressed after deceleration. It is a display control device including a display generation unit (76) for displaying CTc).

Further, one disclosed aspect is a display control program used in a vehicle (A) having a speed control function for controlling a traveling speed and controlling a display by a head-up display (20), and is at least one processing unit. In (11), control information of the traveling speed by the speed control function is acquired (S101, S201), deceleration contents (CTd) indicating the start of deceleration of the vehicle by the speed control function are displayed (S106, S205), and the vehicle travels after deceleration. It is a display control program that executes a process including displaying acceleration contents (CTa) indicating the start of acceleration for recovering the speed (S110, S210).

Further, one disclosed aspect is a display control program used in a vehicle (A) having a speed control function for controlling a traveling speed and controlling a display by a head-up display (20), and is at least one processing unit. In (11), control information of the traveling speed by the speed control function is acquired (S201, S301), deceleration contents (CTd) indicating the start of deceleration of the vehicle by the speed control function are displayed (S205, S303), and the vehicle travels after deceleration. It is a display control program that executes processing including displaying (S207, S305) deceleration continuation contents (CTc) indicating that speed suppression is continued.

In these aspects, not only the deceleration content indicating the start of deceleration of the vehicle by the speed control function, but also the continuous content indicating that the suppression of the traveling speed is continued after the deceleration, or the start of the acceleration for recovering the traveling speed after the deceleration is indicated. Accelerated content is displayed. Therefore, it is possible to notify the driver to what extent the speed control function keeps the traveling speed suppressed, in other words, from where the recovery of the traveling speed is allowed or started. As a result, it becomes possible to improve the convenience of the driver.

The reference numbers in parentheses are merely examples of the correspondence with the specific configuration in the embodiment described later, and do not limit the technical scope at all.

It is a figure which shows the whole image of the in-vehicle network including HCU by 1st Embodiment. It is a figure which shows an example of the HUD mounted on a vehicle. It is a figure which shows an example of the schematic structure of HCU. It is a figure for demonstrating the detail of speed control by a speed manager. It is a figure which shows an example of the deceleration content. It is a figure which shows an example of the highlighting of the deceleration content. It is a figure which shows an example of the highlighting of the deceleration content which calls attention to a risk target. It is a figure which shows an example of the accelerated content. It is a flowchart which shows the detail of the display control processing which realizes the operation state presentation of a speed manager. It is a figure which shows the whole image of the operation information presentation in the 2nd Embodiment. It is a figure which shows an example of the deceleration notice content. It is a figure which shows an example of the deceleration content. It is a figure which shows an example of the deceleration maintenance content. It is a figure which shows an example of the accelerated content. It is a flowchart which shows the detail of the display control processing. It is a figure which shows the whole image of the operation information presentation in 3rd Embodiment. It is a flowchart which shows the detail of the display control processing. It is a figure which shows the whole image of the operation information presentation in 4th Embodiment. It is a figure which shows an example of the deceleration content. It is a figure which shows an example of the deceleration maintenance content. It is a figure which shows the whole image of the operation information presentation in 5th Embodiment. It is a figure which shows an example of the deceleration content. It is a figure which shows an example of the accelerated content. It is a figure which shows the whole image of the operation information presentation of the modification 1.

Hereinafter, a plurality of embodiments of the present disclosure will be described with reference to the drawings. By assigning the same reference numerals to the corresponding components in each embodiment, duplicate description may be omitted. When only a part of the configuration is described in each embodiment, the configuration of the other embodiment described above can be applied to the other parts of the configuration. Further, not only the combination of the configurations specified in the description of each embodiment, but also the configurations of a plurality of embodiments can be partially combined even if the combination is not specified. Further, an unspecified combination of the configurations described in the plurality of embodiments and modifications is also disclosed by the following description.

(First Embodiment)
The function of the display control device according to the first embodiment of the present disclosure is realized by the HCU (Human Machine Interface Control Unit) 100 shown in FIGS. 1 to 3. The HCU 100 comprises an HMI (Human Machine Interface) system 10 used in the vehicle A together with display devices such as a head-up display (hereinafter, HUD) 20 and a meter display 23. In addition, the HMI system 10 has a configuration including an operation device 26, a driver status monitor 27 (hereinafter, DSM), and the like. The HMI system 10 has an input interface function that accepts an operation by an occupant (for example, a driver) of the vehicle A, and an output interface function that presents information to the driver.

The HMI system 10 is communicably connected to the communication bus 99 of the vehicle-mounted network 1 mounted on the vehicle A. The HMI system 10 is one of a plurality of nodes provided in the vehicle-mounted network 1. For example, a peripheral monitoring sensor 30, an in-vehicle communication device 39, a locator device 40, a traveling control ECU (Electronic Control Unit) 45, a driving support ECU 50, and the like are connected to the communication bus 99 of the in-vehicle network 1 as nodes. These nodes connected to the communication bus 99 can communicate with each other. It should be noted that the specific nodes of each device and each ECU may be directly electrically connected to each other and may be able to perform communication without going through the communication bus 99.

The peripheral monitoring sensor 30 is an autonomous sensor that monitors the surrounding environment of the vehicle A. The peripheral monitoring sensor 30 displays road surface markings such as pedestrians, cyclists, animals other than humans, moving objects such as other vehicles, falling objects on the road, guardrails, curbs, traveling lane markings, etc. from the detection range around the own vehicle. And stationary objects such as roadside structures can be detected. The peripheral monitoring sensor 30 provides the detection information of detecting an object around the vehicle A (particularly in the front range) to the driving support ECU 50, the HCU 100, and the like through the communication bus 99.

The peripheral monitoring sensor 30 has a front camera 31, a millimeter wave radar 32, and the like as a detection configuration for object detection. The front camera 31 outputs at least one of the imaging data obtained by photographing the front range of the vehicle A and the analysis result of the imaging data as detection information. The millimeter wave radar 32 irradiates a millimeter wave or a quasi-millimeter wave toward the front range, and generates detection information output to the outside by a process of receiving a reflected wave reflected by a moving object, a stationary object, or the like. The peripheral monitoring sensor 30 may include detection configurations such as a rider and sonar.

The in-vehicle communication device 39 is a communication module mounted on the vehicle A. The in-vehicle communication device 39 transmits and receives radio waves to and from base stations around the vehicle A by wireless communication in accordance with communication standards such as LTE (Long Term Evolution) and 5G. By installing the in-vehicle communication device 39, the vehicle A becomes a connected car that can be connected to the Internet. In addition to such V2N (Vehicle to Network) communication, the vehicle-mounted communication device 39 carries out road-to-vehicle (Vehicle to Infrastructure, V2I) communication and the like. The in-vehicle communication device 39 provides the information acquired from the outside of the vehicle by communication to the driving support ECU 50, the HCU 100, and the like.

The locator device 40 has a GNSS (Global Navigation Satellite System) receiver that receives positioning signals transmitted from a plurality of artificial satellites (positioning satellites). The locator device 40 generates highly accurate position information and the like of the vehicle A by combined positioning that combines the reception information of the GNSS receiver with the measurement information of the inertial sensor and the like. The locator device 40 further includes a map database (hereinafter, map DB) 41 and a locator ECU 42.

The map DB 41 is mainly composed of a large-capacity storage medium that stores a large number of three-dimensional map data and two-dimensional map data. The three-dimensional map data is so-called high-precision map data, and includes information necessary for advanced driving support and automatic driving, such as three-dimensional shape information of roads and detailed information of each lane.

The locator ECU 42 mainly includes a microcomputer including a processor, RAM, a storage unit, an input / output interface, a bus connecting them, and the like. The locator ECU 42 sequentially positions the own vehicle position, the traveling direction, and the like of the vehicle A based on the acquired information of the GNSS receiver and the inertial sensor. The locator ECU 42 can provide the position information and the direction information of the vehicle A based on the positioning result to the driving support ECU 50, the HCU 100, and the like together with the map data.

Instead of the locator device 40, a user terminal such as a smartphone or a navigation device may be able to provide at least one of position information, direction information, map data, and the like to the driving support ECU 50, the HCU 100, and the like. Alternatively, the user terminal, the navigation device, and the like may be able to provide the above-mentioned information in cooperation with the locator device 40.

The travel control ECU 45 is an electronic control device including a microcontroller as a main body. The travel control ECU 45 has at least the functions of a brake control ECU and a drive control ECU. The travel control ECU 45 continuously controls the braking force generated in each wheel and the output control of the in-vehicle power source based on at least one of the operation command based on the driver's operation and the operation support ECU 50.

The travel control ECU 45 is connected to a wheel speed sensor 46 provided on the hub portion of each wheel, a brake pedal sensor 47 for measuring the amount of operation of the brake pedal, and the like. The travel control ECU 45 generates vehicle speed information indicating the current travel speed of the vehicle A based on the detection signal of the wheel speed sensor 46, and sequentially outputs the vehicle speed information to the communication bus 99. In addition, the travel control ECU 45 can notify the driving support ECU 50 of the execution of the brake operation by the driver based on the detection signal of the brake pedal sensor 47.

The operation support ECU 50 is an electronic control device mainly including a control circuit including a processing unit, a RAM, a storage unit, an input / output interface, and a bus connecting them. The driving support ECU 50 realizes a driving support function that supports the driving operation of the driver, in other words, a part of the automatic driving function, in cooperation with the driving control ECU 45. The driving support ECU 50 realizes at least each function of ACC (Adaptive Cruise Control) and LTC (Lane Trace Control). In addition, the driving support ECU 50 realizes the function of ISA (Intelligent Speed Assistance).

The ACC function is a function of controlling the traveling speed of the vehicle A. The ACC function causes the vehicle A to travel at a constant speed at a target speed, or causes the vehicle to follow the vehicle in front while maintaining the distance between the vehicle and the vehicle in front. The LTC function cooperates with the ACC function to control the steering angle of the steering wheel of the vehicle A so as to follow the traveling lane, and continue the traveling in the lane. The LTC function is substantially the same as the function called LTA (Lane Tracing Assist). When the LTC function is in the activated state or the executed state, the ACC function decelerates the vehicle A to a traveling speed (adjustment speed) lower than the target speed before the automatic steering is started, for example, before a curve. The above ACC function and LTC function are driving support functions that are activated based on the operation of the driver. As such a driving support function, the driving support ECU 50 may further realize the function of LCA (Lane Change Assist) for changing lanes.

The ISA function is a function of controlling the traveling speed of the vehicle A, similar to the ACC function. The ISA function sets the upper speed limit using the speed limit information about the road on which the vehicle is traveling. The ISA function automatically intervenes in the driving operation at the discretion of the system such as the driving support ECU 50 during the manual driving period in which the driver performs the driving operation, and decelerates the vehicle A so as not to exceed the set upper limit speed. .. The ISA function may set the upper limit speed with the approval of the driver, or may set the upper limit speed without obtaining the approval of the driver. Unlike the ACC function, the ISA function is substantially always enabled when the vehicle A can travel (when the ignition is on, etc.). When the ACC function is activated, the ISA function may be disabled.

The speed control function by the above ACC function and ISA function is collectively referred to as a speed manager for convenience. Speed control by the speed manager is executed, for example, before a curve, before a point where the speed limit drops, before a school zone, or the like. The speed manager implements deceleration control for decelerating the vehicle A to the adjusted speed or the upper limit speed, deceleration maintenance control for maintaining the traveling speed after deceleration, acceleration control for recovering the traveling speed after deceleration, and the like. The deceleration control by the speed manager does not have to be activated when the traveling speed of the own vehicle is a predetermined speed (for example, 60 km / h) or less. The driver can override the speed control by the speed manager. As an example, when the driver operates the brake, the deceleration control by the speed manager is released (off). Further, the speed control by the speed manager may be automatically restarted after a predetermined time when the override operation by the driver is completed.

The driving support ECU 50 has an environment recognition unit 61, a plan generation unit 62, and an action control unit 63 as the above-mentioned functional units for driving support by executing a program by the processing unit.

The environment recognition unit 61 acquires the position information, direction information (hereinafter, locator information) and map data of the own vehicle from the locator ECU 42. The environment recognition unit 61 acquires the detection information around the own vehicle from the peripheral monitoring sensor 30. The environment recognition unit 61 recognizes the traveling environment of the vehicle A based on the acquired information. Specifically, the environment recognition unit 61 determines the position of the own vehicle lane Lns (see FIG. 4) on which the own vehicle travels among the plurality of lanes, the shape of the own vehicle lane Lns in the traveling direction, and the other vehicle Ax around the own vehicle. Grasp the relative position, relative speed, etc. of (see FIG. 4).

In addition, the environment recognition unit 61 grasps the speed limit defined for the road currently traveling (own vehicle lane Lns) and the road predicted to travel in the future. The speed limit is the legal maximum speed limit for your vehicle's location, time and circumstances. As an example, the environment recognition unit 61 acquires the speed limit information registered in the map data. As another example, the environment recognition unit 61 acquires speed limit information based on the description of road signs (including speed regulation signs and variable types) recognized from the image data of the front camera 31. Further, the environment recognition unit 61 acquires the speed limit information distributed by V2N communication and road-to-vehicle communication from the in-vehicle communication device 39. The environment recognition unit 61 can sequentially acquire speed limit information that is changed by the road environment and the weather environment.

The plan generation unit 62 formulates a travel plan for driving the vehicle A based on the recognition result of the travel environment by the environment recognition unit 61. Specifically, the plan generation unit 62 generates a planned travel line of the own vehicle when the LTC function is enabled. In the planned running line, the lane in which the own vehicle runs, the running position in the lane, and the like are defined together with the running speed and the like. In addition, the plan generation unit 62 formulates a travel plan for decelerating the own vehicle to the upper limit speed when the ISA function is effective.

The action control unit 63 executes acceleration / deceleration control, steering control, and the like of the vehicle A according to the planned travel line generated by the plan generation unit 62 in cooperation with the travel control ECU 45. The action control unit 63 substantially executes deceleration control, deceleration maintenance control, and acceleration control by the speed manager.

Next, details of the DSM 27, the operating device 26, the meter display 23, the HUD 20, and the HCU 100 included in the HMI system 10 will be described in order.

The DSM27 includes a near-infrared light source, a near-infrared camera, and a control unit for controlling them. The DSM 27 is installed on the upper surface of the steering column portion 8 or the upper surface of the instrument panel 9 in a posture in which the near-infrared camera is directed toward the headrest portion of the driver's seat. The DSM27 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 information such as the position of the eye point EP and the line-of-sight direction from the captured image, and sequentially outputs the extracted state information to the HCU 100.

The operation device 26 is an input unit that accepts user operations by a driver or the like. User operations related to, for example, a driving support function or an automatic driving function are input to the operation device 26. Specifically, the operation device 26 includes a steering switch provided on the spoke portion of the steering wheel, an operation lever provided on the steering column portion 8, a voice input device for detecting the driver's utterance, and the like.

The meter display 23 is an in-vehicle display device installed in front of the driver's seat. The meter display 23 is mainly composed of a liquid crystal display, an OLED (Organic Light Emitting Diode) display, or the like. The meter display 23 is electrically connected to the HCU 100, and sequentially acquires control signals and video data generated by the HCU 100. The meter display 23 presents various information related to the vehicle A to the driver based on the control signal and the video data by various images displayed on the display screen.

Like the meter display 23, the HUD 20 is one of the vehicle-mounted display devices mounted on the vehicle A. The HUD 20 is electrically connected to the HCU 100 and sequentially acquires control signals and video data generated by the HCU 100. The HUD 20 is housed in a storage space in the instrument panel 9 below the windshield WS.

The HUD 20 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 20 includes a projector 21 and a magnifying optical system 22. The projector 21 has an LCD (Liquid Crystal Display) panel and a backlight. The projector 21 is fixed to the housing of the HUD 20 with the display surface of the LCD panel facing the magnifying optical system 22. The projector 21 displays each frame image of the video data on the display surface of the LCD panel, and transmits and illuminates the display surface with a backlight to emit light formed as a virtual image Vi toward the magnifying optical system 22. do. The magnifying optical system 22 includes at least one concave mirror in which a metal such as aluminum is vapor-deposited on the surface of a base material made of synthetic resin or glass. The magnifying optical system 22 projects the light emitted from the projector 21 onto the upper projection range PA while spreading it by reflection.

The angle of view VA is set in the HUD 20. Assuming that the virtual range in the space where the virtual image Vi can be imaged by the HUD 20 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. 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 HUD 20, 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 (for example, a range of about a dozen m to 100 m) that overlaps with the image plane IS is the range within the angle of view VA (see FIG. 4).

The HUD 20 displays the superimposed content CTs (see FIG. 5 and the like) and the non-superimposed content CTn (see FIG. 13 and the like) as virtual images Vi. Superimposed content CTs are AR display objects used for augmented reality (AR) display. The display position of the superimposed content CTs is associated with a specific object existing in the foreground (hereinafter, superimposed object) such as a road surface, a vehicle in front, a pedestrian, and a road sign. The superimposed content CTs are superimposed and displayed on the superimposed object, and can be moved in appearance of the driver following the superimposed object so as to be relatively fixed to the superimposed object. That is, the positional relationship between the driver's eye point EP, the superimposed object in the foreground, and the superimposed content CTs is continuously maintained.

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 does not specify the superimposed target. Therefore, the non-superimposed content CTn is displayed as if it is relatively fixed to the vehicle configuration such as the windshield WS.

The HCU 100 is an electronic control device that integrally controls the display of the HUD 20, the meter display 23, and the like in the HMI system 10. The HCU 100 is a computer that mainly includes a control circuit including a processing unit 11, a RAM 12, a storage unit 13, an input / output interface 14, and a bus that connects them.

The processing unit 11 is hardware for arithmetic processing combined with the RAM 12. The processing unit 11 has a configuration including at least one arithmetic core such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). The processing unit 11 may further include an FPGA (Field-Programmable Gate Array), an NPU (Neural network Processing Unit), an IP core having other dedicated functions, and the like. The RAM 12 may be configured to include a video RAM for generating video data. The processing unit 11 executes various processes for realizing the display control method of the present disclosure by accessing the RAM 12. The storage unit 13 is configured to include a non-volatile storage medium. Various programs (display control programs, etc.) executed by the processing unit 11 are stored in the storage unit 13.

The HCU 100 has a plurality of functional units that integrally control the display of each display device by executing the display control program stored in the storage unit 13 by the processing unit 11. Specifically, the HCU 100 is constructed with functional units such as a viewpoint position specifying unit 71, an information acquisition unit 72, and a display generation unit 76.

The viewpoint position specifying unit 71 acquires the detection information related to the eye point EP of the driver seated in the driver's seat from the DSM 27. The viewpoint position specifying unit 71 identifies the position of the eye point EP of the current driver based on the detection information acquired from the DSM 27. The viewpoint position specifying unit 71 generates three-dimensional coordinates (hereinafter, eye point coordinates) indicating the position of the specified eye point EP position, and provides the generated eye point coordinates to the display generation unit 76.

The information acquisition unit 72 acquires vehicle information indicating the state of the vehicle A, which is necessary for presenting information using the display device, from the communication bus 99. Specifically, the information acquisition unit 72 controls the driving support function (speed manager) including the vehicle speed information of the own vehicle, the locator information including the position information, the map data, the recognition result of the driving environment, the driving plan and the speed limit information. Etc. to get. The control information includes a speed manager activation notification indicating that the speed control execution schedule has been set.

Here, the locator information and the map data may be provided directly from the locator ECU 42 to the information acquisition unit 72, or may be provided to the information acquisition unit 72 by the driving support ECU 50. Further, the speed limit information is not provided by the driving support ECU 50, but is generated by the information acquisition unit 72 based on the map data, the sign recognition result based on the imaging data, the communication information, and the like, as in the environment recognition unit 61. May be done.

The display generation unit 76 controls the presentation of information to the driver by each display device by generating control signals and video data to be sequentially output to the HUD 20, the meter display 23, and the like. The display generation unit 76 selects the content to be displayed on each display device so that the high-priority information is presented to the driver based on the vehicle information acquired by the information acquisition unit 72.

The display generation unit 76 draws the original image of the selected content in each frame of the video data. When the superimposed content CTs are superimposed and displayed, the display generation unit 76 sequentially corrects the drawing position and drawing shape of the original image in each frame according to the driver state and the running state. Specifically, the display generation unit 76 reproduces the current traveling environment of the vehicle A in the virtual space based on the locator information, the map data, and the recognition result of the traveling environment. In addition, the display generation unit 76 sets a virtual camera position in the virtual space based on the eye point coordinates specified by the viewpoint position specifying unit 71. The display generation unit 76 determines whether or not the superimposition target in the virtual space is located within the angle of view VA of the HUD 20 when viewed from the virtual camera position. The display generation unit 76 defines the drawing position and drawing shape of the original image in each frame so that when the superimposing target is located within the angle of view VA, the superimposing target is appropriately superposed on the superimposing target.

The above HCU 100 presents the operating state of the speed manager to the driver. As an example, the HCU 100 causes the meter display 23 to display an indicator indicating whether the speed manager is enabled or disabled. In addition, the HCU 100 notifies the driver in advance of the speed control plan of the speed manager based on the travel plan by displaying a virtual image by the HUD 20. Hereinafter, the details of presenting the operating state of the speed manager using the HUD 20 will be described with reference to FIGS. 1 to 3 based on FIGS. 4 to 8.

The speed manager sets the deceleration section SeD, the deceleration maintenance section SeM, and the recovery section SeA so that the driver or the ACC function divides the normal section SeN in which the vehicle A normally travels (see FIG. 4). The deceleration section SeD is defined on the front side of the start point node indicating the start of the curve section, and is continuous with the normal section SeN. In the deceleration section SeD, the speed manager performs deceleration control for decelerating the traveling speed of the vehicle A to the adjustment speed or the upper limit speed (for example, 60 km / h or less).

The deceleration maintenance section SeM is located between the deceleration section SeD and the recovery section SeA, and is continuous with both the deceleration section SeD and the recovery section SeA. As an example, the deceleration maintenance section SeM is defined to include a clothoid section on the approach side and an arc section in which the curve curvature is constant. In the deceleration maintenance section SeM, the speed manager executes deceleration maintenance control for maintaining the traveling speed suppressed in the deceleration section SeD.

The recovery section SeA is defined to include, for example, the exit side clothoid section in the vicinity of the end point node indicating the end of the curve section. The recovery section SeA is a section connecting the deceleration maintenance section SeM and the normal section SeN. In the recovery section SeA, the speed manager performs acceleration control for recovering the traveling speed reduced by the deceleration control to the target speed. When the deceleration control is performed by the ISA function, the recovery section SeA may be a traveling section that urges the driver during manual operation to accelerate by operating the accelerator.

The display generation unit 76 displays the speed suppression indicator Isc (see FIG. 5) on the meter display 23 as an operation state presentation of the speed manager. In addition, the display generation unit 76 displays the deceleration content CTd (see FIGS. 5 to 7) and the acceleration content CTa (see FIG. 8) as virtual images by the HUD 20.

The speed suppression indicator Isc indicates that the speed manager has started decelerating the vehicle A and is executing deceleration. The speed suppression indicator Isc is started to be displayed together with the deceleration content CTd, and continues to be displayed on the meter display 23 until the display of the acceleration content CTa is started.

The deceleration content CTd indicates that the speed manager has started deceleration and is executing deceleration of the vehicle A, similarly to the speed suppression indicator Isc. The deceleration content CTd is the superimposition content CTs whose superposition target is a specific position on the front road surface, and is superimposed and displayed on the range belonging to the deceleration section SeD on the road surface of the own vehicle lane Lns. The deceleration content CTd includes a plurality of right-side virtual objects VoR and a plurality of left-side virtual objects VoL.

The right virtual object VoR and the left virtual object VoL are displayed as a flat panel erected from the road surface of the vehicle lane Lns, or a prismatic curb block placed on the road surface of the vehicle lane Lns. Is displayed. The right virtual object VoR and the left virtual object VoL have a predetermined height with respect to the road surface in terms of the appearance of the driver. As an example, the reference height of each virtual object VoR, VoL (hereinafter referred to as the reference height) is equivalent to, for example, the height of a curb or the like that is difficult for vehicle A to get over. The right virtual object VoR and the left virtual object VoL are arranged in a posture in which the longitudinal direction is inclined with respect to each of the left and right division lines so as to move away from each of the left and right division lines toward the center of the lane as the vehicle travels in the direction of travel. Will be done.

The right virtual object VoR is superimposed on the inside of the right lane marking line of the own vehicle lane Lns. The right virtual objects VoR are arranged at predetermined intervals along the extending direction of the right marking line. Similarly, the left virtual object VoL is superimposed on the inside of the left lane marking of the own vehicle lane Lns. The left virtual objects VoL are arranged at predetermined intervals along the extending direction of the left section line. A pair of right-hand virtual objects VoR and left-side virtual objects VoL are displayed side by side in the width direction of the own vehicle lane Lns. The heights of the pair of right-side virtual objects VoR and left-side virtual objects VoL that are apparently arranged in the horizontal direction are substantially the same. The distance between the pair of right-side virtual objects VoR and the left-side virtual object VoL is made wider than the vehicle width of the own vehicle.

The display generation unit 76 changes the display mode of the deceleration content CTd based on the control information of the speed manager (see FIG. 6). Specifically, the display generation unit 76 displays the deceleration content CTd in an emphasized manner as the deceleration amount in the deceleration section SeD increases. As an example, the display generation unit 76 increases the apparent height of the right virtual object VoR and the left virtual object VoL with respect to the reference height (see FIG. 5) as the deceleration amount in the deceleration section SeD increases. .. The display generation unit 76 may draw the right virtual object VoR and the left virtual object VoL continuously higher or stepwise higher than the reference height according to the deceleration amount. The display generation unit 76 can set an upper limit on the height of the right virtual object VoR and the left virtual object VoL. The upper limit of the height of each virtual object VoR and VoL is set so as not to exceed the radius or diameter of the tire of the own vehicle, the height of the eye point EP, or the like.

The display generation unit 76 changes the display mode of the deceleration content CTd based on the recognition result of the traveling environment acquired by the information acquisition unit 72 (see FIG. 7). Specifically, the display generation unit 76 alerts the direction in which the risk to the own vehicle is high by changing the mode of the deceleration content CTd based on the recognition result. As an example, in the scene where the vehicle A is traveling in the inner lane in the curve section (see FIG. 4), if the vehicle A protrudes from the own vehicle lane Lns to the outer peripheral side, the adjacent lane Lna is used as the travel line of the own vehicle. There may be a risk of crossing the running line of another vehicle Ax.

As described above, the information acquisition unit 72 can grasp the position of the own vehicle lane Lns in which the own vehicle travels. In addition, the information acquisition unit 72 can grasp the relative position of the risk target around the own vehicle such as another vehicle Ax traveling in the adjacent lane Lna. Based on the recognition results of these driving environments, the display generation unit 76 identifies the risk of protrusion to the outer peripheral side, and emphasizes a specific portion of the deceleration content CTd that indicates the direction of the risk target (adjacent lane Lna). Specifically, the display generation unit 76 highlights the left virtual object VoL located on the adjacent lane Lna side (left side) as a specific portion (hereinafter, specific virtual object VoS) among the virtual objects VoR and VoL.

When the display generation unit 76 displays the specific virtual object VoS in an emphasized manner, the display generation unit 76 extends the specific virtual object VoS in the longitudinal direction as an example. As a result, the specific virtual object VoS has a drawing shape that protrudes further toward the center of the lane. As a result, the space formed between the specific virtual object VoS and the right virtual object VoR shifts to the inner peripheral side of the curve section. Even when the specific virtual object VoS is highlighted, the distance between the specific virtual object VoS and the right virtual object VoR is secured wider than the vehicle width.

Here, when the other vehicle Ax does not exist in the adjacent lane Lna, the highlighting of the specific virtual object VoS may be omitted. Alternatively, when the speed manager operates in the curve section, the display generation unit 76 may substantially always display the emphasized specific virtual object VoS on the outer peripheral side of the curve or the adjacent lane Lna side.

The display generation unit 76 changes the mode of the deceleration content CTd when the deceleration control by the speed manager is canceled by overriding the driver or the like. As an example, when the deceleration control of the speed manager is released based on the braking operation by the driver, the display generation unit 76 gradually shifts the display brightness of the deceleration content CTd to a low level and puts it in a non-display state. As another example, when the deceleration control is released, the display generation unit 76 displays an animation that gradually reduces the height of the virtual objects VoR and VoL as if they were buried in the road surface, and decelerates the content. The CTd is transitioned to the hidden state.

The acceleration content CTa indicates the start of acceleration for recovering the reduced traveling speed of the vehicle A after deceleration by the speed manager (see FIG. 8). The accelerated content CTa is the superimposed content CTs displayed when the suppression of the traveling speed is completed. The acceleration content CTa is superimposed and displayed on the range belonging to the recovery section SeA on the road surface of the own vehicle lane Lns. The acceleration content CTa may be content indicating the execution schedule of acceleration control, or may be content that prompts the driver to perform an acceleration operation.

The acceleration content CTa includes a plurality of bow-shaped image portions VoA curved in an arc shape around the own vehicle. The plurality of arch-shaped image portions VoA are arranged at predetermined intervals along the extending direction of the own vehicle lane Lns. The display size of each arched image unit VoA is reduced as it is superimposed on the position farther from the own vehicle, in other words, as it is displayed on the upper side of the angle of view VA. The display generation unit 76 repeatedly displays the bow-shaped image unit VoA closest to the own vehicle in order. By such display control, the acceleration content CTa is displayed as a ripple-like animation (hereinafter, ripple animation) propagating in the traveling direction of the vehicle A along the own vehicle lane Lns.

Next, the details of the display control process performed by the HCU 100 in order to realize the operation state presentation of the speed manager described so far will be described with reference to FIGS. 3 to 8 and the like based on the flowchart shown in FIG. This will be described below. The display control process shown in FIG. 9 is started by the HCU 100 based on the acquisition of the speed manager activation notification by the information acquisition unit 72.

In S101, the control information of the speed manager including the travel plan and the map data is acquired, and the process proceeds to S102. In S101, the shape of the curve or the like that is the target of the speed control this time and each range of the deceleration section SeD, the deceleration maintenance section SeM, and the recovery section SeA are grasped.

In S102, based on the control information acquired in S101, the deceleration amount in the deceleration section SeD in the current speed control is grasped, and the process proceeds to S103. In S102, the deceleration amount included in the control information may be acquired, or the deceleration amount may be calculated from the difference between the adjusted vehicle speed or the upper limit vehicle speed included in the control information and the current vehicle speed information.

In S103, the risk state around the own vehicle such as the position of the own vehicle lane Lns and the presence / absence of the other vehicle Ax is grasped with reference to the recognition result of the driving environment generated by the environment recognition unit 61, and the process proceeds to S104. When a risk target that alerts the driver is specified, S103 also grasps the direction of the risk target.

In S104, the mode of the deceleration content CTd is set based on the deceleration amount grasped in S102 and the risk target information grasped in S103, and the process proceeds to S105. Specifically, in S104, the drawing heights of the right virtual object VoR and the left virtual object VoL are set according to the deceleration amount. In addition, in S104, it is determined whether or not one of the virtual objects VoR and VoL is designated as the specific virtual object VoS according to the presence or absence of the risk target and the relative position.

In S105, based on the determination of whether or not the boundary BL1 on the inlet side of the deceleration section SeD is located within the angle of view VA, the deceleration section SeD waits for entering the angle of view VA. If it is determined in S105 that the deceleration section SeD has entered the angle of view VA, the process proceeds to S106.

In S106, the deceleration content CTd is displayed, and the process proceeds to S107. Specifically, in S106, drawing of the pair of right-side virtual objects VoR and left-side virtual object VoL is started. The virtual objects VoR and VoL may be started to be displayed in a state where they are partially cut off from the angle of view VA, or may be started to be displayed at the timing when the whole can be displayed in the angle of view VA. .. When a new risk target is generated during the display of the deceleration content CTd, or when the grasped risk target disappears, the specific virtual object VoS and the normal virtual objects VoR and VoL are switched in S106.

In S107, it waits for the deceleration section SeD to be outside the angle of view VA by determining whether or not the boundary BL2 on the exit side of the deceleration section SeD has moved outside the angle of view VA. When it is determined in S107 that the deceleration section SeD is within the angle of view VA, the process returns to S106 and additional drawing of each virtual object VoR and VoL is continued. On the other hand, if it is determined in S107 that the deceleration section SeD has gone out of the angle of view VA, the process proceeds to S108.

In S108, the display of the deceleration content CTd is terminated, and the process proceeds to S109. Specifically, in S108, the additional drawing of each virtual object VoR and VoL is stopped. As a result of the above, as the vehicle A travels, the entire final virtual objects VoR and VoL deviate from the angle of view VA. As a result, the display of the deceleration content CTd is terminated.

In S109, based on the determination of whether or not the boundary BL3 on the entrance side of the recovery section SeA is located within the angle of view VA, the recovery section SeA waits for entering the angle of view VA. If it is determined in S109 that the recovery section SeA has entered the angle of view VA, the process proceeds to S110. In S110, the accelerated content CTa is displayed, and the process proceeds to S111. Specifically, in S110, the repeated display of the ripple animation is started.

In S111, it waits for the recovery section SeA to be outside the angle of view VA by determining whether or not the boundary BL4 on the exit side of the recovery section SeA has moved outside the angle of view VA. When it is determined in S111 that the recovery section SeA is within the angle of view VA, the process returns to S110 and the ripple animation display is continued. On the other hand, if it is determined in S111 that the recovery section SeA has gone out of the angle of view VA, the process proceeds to S112. In S112, the repeated display of the ripple animation is ended, and the display control process this time is ended.

In the first embodiment described so far, not only the deceleration content CTd indicating the start of deceleration of the vehicle A by the speed control of the speed manager but also the acceleration content CTa indicating the start of acceleration for recovering the traveling speed after deceleration is displayed. Therefore, the driver can be informed to what extent the speed manager keeps the traveling speed suppressed, in other words, from where the recovery of the traveling speed is allowed or started. As a result, it becomes possible to improve the convenience of the driver.

In addition, in the first embodiment, the display of the deceleration content CTd is terminated based on the driver's braking operation. The speed control of the speed manager is at least interrupted by a brake operation or the like. Therefore, the mode change of the deceleration content CTd based on the brake operation can notify the driver of the release of the deceleration control in the speed manager in an easy-to-understand manner.

Further, in the first embodiment, as the deceleration amount in the deceleration control increases, the mode of the deceleration content CTd is emphasized. By such a mode change, the deceleration content CTd can notify the driver in advance of the amount of the planned deceleration amount. From the above, the presentation of the operation information of the speed manager becomes easier to understand.

Further, in the first embodiment, the specific virtual object VoS of the deceleration content CTd is emphasized based on the recognition result of the traveling environment around the own vehicle, and the direction of high risk is indicated. According to the mode change of the deceleration content CTd, the deceleration content CTd can indicate to the driver that the system side of the vehicle A correctly recognizes the traveling environment around the own vehicle. As a result, it becomes easy to obtain a sense of conviction of the driver for speed control.

In the first embodiment, the speed manager corresponds to the "speed control function", the specific virtual object VoS corresponds to the "specific portion", and the HCU 100 corresponds to the "display control device".

(Second Embodiment)
The second embodiment of the present disclosure shown in FIGS. 10 to 15 is a modification of the first embodiment. In the second embodiment, the deceleration notice content CTo, the deceleration content CTd, the deceleration continuation content CTc, and the acceleration content CTa are sequentially displayed in each of the normal section SeN, the deceleration section SeD, the deceleration maintenance section SeM, and the recovery section SeA in front of the curve. NS.

The deceleration notice content CTo (see FIG. 11) announces the start of deceleration of the vehicle A by the speed manager at a timing earlier than the deceleration content CTd. The deceleration notice content CTo is the superposed content CTs that superimposes a specific position on the road surface ahead of the own vehicle. The deceleration notice content CTo is superimposed and displayed on the road surface of the own vehicle lane Lns, which belongs to the normal section SeN before the deceleration section SeD. The deceleration notice content CTo is displayed like a road paint drawn on the road surface, and moves to the own vehicle side (lower side) together with the road surface as the own vehicle travels.

The deceleration notice content CTo includes a control speed display Pts and a deceleration mark Pdm. The control speed display Pts is an image unit indicating the target speed after deceleration set in the speed manager, in other words, the adjustment speed of the ACC function or the upper limit speed of the ISA function. The unit system of the numbers indicated by the control speed display Pts can be switched between "kilometers / hour" and "miles / hour" based on, for example, user settings. The deceleration mark Pdm is displayed on the own vehicle side of the control speed display Pts, in other words, on the lower side of the control speed display Pts. The deceleration mark Pdm includes a plurality (three) strip-shaped image portions extending along the width direction of the own vehicle lane Lns. The strip-shaped image portions are arranged along the extending direction of the own vehicle lane Lns at intervals from each other. The deceleration mark Pdm suggests the occurrence of deceleration by the bending shape of each band-shaped image portion whose center protrudes downward.

The deceleration content CTd (see FIG. 12) is superimposed content CTs superimposed on the road surface of the deceleration section SeD as in the first embodiment, and indicates the start position of deceleration by the speed manager and the range in which deceleration is executed. The deceleration content CTd includes a plurality of right-side virtual objects VoR and a plurality of left-side virtual objects VoL. In the second embodiment, the right virtual object VoR and the left virtual object VoL are superimposed and displayed on the road surface ahead so as to straddle the left and right lane markings of the own vehicle lane Lns.

Specifically, the right virtual object VoR extends from the roadside zone on the right side of the vehicle toward the center of the vehicle lane Lns so as to intersect the right lane marking line. Similarly, the left virtual object VoL extends from the adjacent lane Lna on the left side of the vehicle toward the center of the vehicle lane Lns so as to intersect the left lane marking line. Also in the second embodiment, the distance between the pair of right-hand virtual objects VoR and the left-side virtual objects VoL arranged side by side is apparently secured wider than the vehicle width of the own vehicle.

The deceleration continuation content CTc (see FIG. 13) is a non-superimposed content CTn indicating that the suppression of the traveling speed is continued after the deceleration by the speed manager. The deceleration continuation content CTc is continuously displayed during the period in which the vehicle A is traveling in the deceleration maintenance section SeM. The deceleration continuation content CTc is displayed at a specific position in the angle of view VA, so that it is visually recognized so as to overlap the road surface of the deceleration maintenance section SeM. Unlike the deceleration content CTd, the deceleration continuous content CTc does not move in the angle of view VA together with the road surface.

The deceleration continuation content CTc includes an arrow image portion indicating the traveling direction of the vehicle A. The main body of the arrow image portion is drawn in a curved band shape meandering to the left and right. The deceleration continuous content CTc has a design substantially the same as or similar to the speed suppression indicator Isc (see FIG. 5) displayed on the meter display 23.

Also in the second embodiment, the speed suppression indicator Isc is displayed by the meter display 23. The display start timing and display end timing of the speed suppression indicator Isc may be changed as appropriate. Specifically, the speed suppression indicator Isc may start displaying substantially at the same time as any one of the deceleration notice content CTo, the deceleration content CTd, and the deceleration continuation content CTc. Further, the speed suppression indicator Isc may be started to be displayed after the display of the deceleration notice content CTo is started and before the display of the deceleration content CTd is started, or after the display of the deceleration content CTd is started and before the display of the deceleration continuation content CTc is started. The display may be started. Further, the speed suppression indicator Isc may be terminated at the same time as or after the display of the deceleration content CTd ends, or may be terminated at the same time as the display of the deceleration continuation content CTc or after the display ends. good.

The acceleration content CTa (see FIG. 14) indicates the start of acceleration for recovering the reduced traveling speed of the vehicle A after deceleration by the speed manager, as in the first embodiment. Acceleration content CTa is superimposed content CTs that target a specific position on the road surface of the recovery section SeA, and is displayed like road paint drawn on the road surface. Move to the bottom).

The acceleration content CTa is a mode related to the deceleration notice content CTo, and specifically includes a control speed display Pts and an acceleration mark Pam. The control speed display Pts shows the running speed at the start of acceleration adjusted by the deceleration control of the speed manager. The acceleration mark Pam is displayed in the traveling direction (upper side) of the control speed display Pts. The acceleration mark Pam has a drawing shape in which the deceleration mark Pdm is inverted upside down. The acceleration mark Pam suggests to the driver that the acceleration control needs to be started or the accelerator operation is necessary due to the bent shape of each band-shaped image portion whose center protrudes upward.

The details of the display control process of the second embodiment that realizes the presentation of the operating state using each of the above contents will be described below with reference to FIG. 10 based on the flowchart shown in FIG.

In S201, the control information of the speed manager is acquired, and the process proceeds to S202. In S202, based on the latest locator information, it is determined whether or not the own vehicle has reached a position of a predetermined distance (hereinafter, a predetermined position) to the deceleration section SeD. The predetermined distance is set to the distance immediately before the boundary BL1 on the inlet side of the deceleration section SeD enters the angle of view VA (for example, about 150 to 200 m). If it is determined in S202 that the own vehicle has reached a predetermined position in front of the deceleration section SeD, the process proceeds to S203.

In S203, the display of the deceleration notice content CTo is started, and the process proceeds to S204. The deceleration notice content CTo, which has been started to be displayed in S203, is framed out to the lower side of the angle of view VA as the vehicle A travels, and the display is terminated.

In S204, based on the determination of whether or not the boundary BL1 on the inlet side of the deceleration section SeD is located within the angle of view VA, the deceleration section SeD waits for entering the angle of view VA. If it is determined in S204 that the deceleration section SeD has entered the angle of view VA, the process proceeds to S205. In S205, the deceleration content CTd is displayed, and the process proceeds to S206.

In S206, the deceleration section SeD waits for the deceleration section SeD to be outside the angle of view VA by determining whether or not the boundary BL2 between the deceleration section SeD and the deceleration maintenance section SeM has moved outside the angle of view VA. When it is determined in S206 that the deceleration section SeD is within the angle of view VA, the process returns to S205 and additional drawing of each virtual object VoR and VoL is continued. On the other hand, if it is determined in S206 that the deceleration section SeD has gone out of the angle of view VA, the process proceeds to S207. In 206, instead of determining whether or not the deceleration section SeD has entered the angle of view VA, it may be determined whether or not the deceleration maintenance section SeM has entered the angle of view VA.

In S207, the display of the deceleration continuation content CTc is started, and the process proceeds to S208. In S208, the recovery section SeA waits for entering the angle of view VA based on the determination of whether or not the boundary BL3 between the deceleration maintenance section SeM and the recovery section SeA is located within the angle of view VA. When it is determined in S208 that the recovery section SeA is outside the angle of view VA, the process returns to S207 and the display of the deceleration continuation content CTc is continued. On the other hand, if it is determined in S207 that the recovery section SeA has entered the angle of view VA, the process proceeds to S209.

In S209, the display of the deceleration continuation content CTc is terminated, and the process proceeds to S210. In S210, the display of the accelerated content CTa is started, and the process proceeds to S211. In S211 it is waited for the recovery section SeA to be outside the angle of view VA by determining whether or not the boundary BL4 on the exit side of the recovery section SeA has moved outside the angle of view VA. When it is determined in S211 that the recovery section SeA is within the angle of view VA, the process returns to S210 and the display of the acceleration content CTa is continued. On the other hand, if it is determined in S211 that the recovery section SeA has gone out of the angle of view VA, the process proceeds to S212. In S212, the display of the accelerated content CTa is terminated, and the display control process this time is terminated. Before the recovery section SeA is outside the angle of view VA, the display of the acceleration content CTa may be terminated by frame-out of the acceleration content CTa outside the angle of view VA.

In the second embodiment described so far, not only the deceleration content CTd indicating the start of deceleration of the vehicle A by the speed control of the speed manager but also the deceleration continuation content CTc indicating that the traveling speed is continuously suppressed after deceleration is displayed. NS. In such a second embodiment, the driver may be notified of how far the speed manager keeps the traveling speed suppressed by the end of the display of the deceleration continuous content CTc. As a result, it becomes possible to enhance the convenience of the driver as in the first embodiment.

In addition, in the second embodiment, when the suppression of the traveling speed by the speed manager is completed, the acceleration content CTa indicating the start of acceleration for recovering the traveling speed is displayed in place of the deceleration continuation content CTc. As described above, by displaying both the deceleration continuous content CTc and the acceleration content CTa in order, the driver can more easily grasp the timing at which the speed suppression control is released.

(Third Embodiment)
The third embodiment of the present disclosure shown in FIGS. 16 and 17 is a modification of the second embodiment. In the operation state presentation of the speed manager according to the third embodiment, the display of the deceleration notice content CTo and the acceleration content CTa is omitted, and the deceleration content CTd and the deceleration continuation content CTc are displayed. Both the deceleration content CTd and the deceleration continuation content CTc are superimposed content CTs including the right virtual object VoR and the left virtual object VoL. The display generation unit 76 (see FIG. 3) displays the deceleration content CTd and the deceleration continuation content CTc in a continuous manner by including a common drawing object called each virtual object VoR and VoL.

The right-side virtual object VoR and the left-side virtual object VoL included in the deceleration content CTd are superimposed and displayed on the road surface of the own vehicle lane Lns, which is inside the left and right lane markings, as in the first embodiment. That is, each virtual object VoR and VoL is displayed so as not to protrude from the own vehicle lane Lns. The drawing shape and arrangement posture of each virtual object VoR and VoL gradually change from the boundary BL1 on the entrance side of the deceleration section SeD toward the boundary BL2 on the exit side.

Specifically, the lengths of the virtual objects VoR and VoL in the longitudinal direction along the road surface gradually decrease from the boundary BL1 on the entrance side to the boundary BL2 on the exit side. In addition, the arrangement posture of each virtual object VoR, VoL is such that the longitudinal direction is inclined toward the center side of the own vehicle lane Lns with respect to the left and right lane markings, and the longitudinal direction is along the width direction of the own vehicle lane Lns. Gradually transitions to a new posture.

On the other hand, the drawing shapes and arrangement postures of the right virtual object VoR and the left virtual object VoL included in the deceleration continuous content CTc do not substantially change. On the road surface of the own vehicle lane Lns belonging to the deceleration maintenance section SeM, the virtual objects VoR and VoL having substantially the same drawing shape and arrangement posture are superimposed and displayed inside the left and right division lines at equal intervals. The interval between the virtual objects VoR and VoL arranged in the deceleration maintenance section SeM is set wider than the interval between the virtual objects VoR and VoL arranged in the deceleration section SeD. Each virtual object VoR, VoL of the deceleration continuous content CTc has a drawing shape and an arrangement posture substantially the same as or substantially the same as the last virtual object VoR, VoL of the deceleration content CTd. As a result, the deceleration content CTd and the deceleration continuation content CTc have continuity in appearance of the driver.

As described above, the details of the display control process of the third embodiment for repeatedly displaying the right virtual object VoR and the left virtual object VoL will be described below with reference to FIG. 16 based on the flowchart shown in FIG.

In S301, the control information of the speed manager is acquired, and the process proceeds to S302. In S302, based on the determination of whether or not the boundary BL1 on the inlet side of the deceleration section SeD is located within the angle of view VA, the deceleration section SeD waits for entering the angle of view VA. If it is determined in S302 that the deceleration section SeD has entered the angle of view VA, the process proceeds to S303. In S303, the display of each virtual object VoR and VoL as the deceleration content CTd is started, and the process proceeds to S304.

In S304, the deceleration maintenance section SeM waits for entering the angle of view VA based on the determination of whether or not the boundary BL2 on the exit side of the deceleration section SeD is located within the angle of view VA. When it is determined in S304 that the deceleration maintenance section SeM is outside the angle of view VA, the process returns to S303. In S303, additional drawing of each virtual object VoR and VoL is continued while changing the drawing shape and the arrangement posture. On the other hand, if it is determined in S304 that the deceleration maintenance section SeM has entered the angle of view VA, the process proceeds to S305. In S305, the display of each virtual object VoR and VoL as the deceleration continuous content CTc is started, and the process proceeds to S306.

In S306, the recovery section SeA waits for entering the angle of view VA based on the determination of whether or not the boundary BL3 on the entrance side of the recovery section SeA has moved into the angle of view VA. When it is determined in S306 that the recovery section SeA is outside the angle of view VA, the process returns to S305 and additional drawing of each virtual object VoR and VoL is continued. On the other hand, if it is determined in S306 that the recovery section SeA has entered the angle of view VA, the process proceeds to S307.

In S307, the additional drawing of each virtual object VoR and VoL is stopped. As a result, the display of the deceleration continuous content CTc is terminated by the frame-out of each virtual object VoR and VoL outside the angle of view VA.

The third embodiment described so far also has the same effect as that of the second embodiment, and the driver can be notified of how far the speed manager keeps the traveling speed suppressed by the end of the display of the deceleration continuous content CTc. .. Therefore, it is possible to improve the convenience of the driver.

In addition, in the third embodiment, the deceleration continuous content CTc that is continuous with the deceleration content CTd is displayed. Therefore, it is difficult to emphasize the change in the control state when transitioning from the deceleration section SeD to the deceleration maintenance section SeM. On the other hand, minimal information about whether speed control by the speed manager is effective can be notified to the driver. According to the simplification of information presentation as described above, the troublesomeness of presenting the operating state is reduced, so that the convenience for the driver can be further improved.

(Fourth Embodiment)
The fourth embodiment of the present disclosure shown in FIGS. 18 to 20 is a modification of the third embodiment. The event display area DA1 and the status display area DA2 are set in the angle of view VA of the HUD 20 according to the fourth embodiment (see FIG. 19). In the event display area DA1, superimposed content CTs or non-superimposed content CTn are displayed only for a certain period when a specific event occurs. In the status display area DA2, the non-superimposed content CTn for notifying the state information of the vehicle A is substantially always displayed during the period in which the vehicle A can travel. As an example, a speedometer CTv (see FIG. 19) indicating the traveling speed of the vehicle A is displayed in the status display area DA2.

The operating state presentation of the speed manager according to the fourth embodiment is performed by the deceleration content CTd and the deceleration continuation content CTc having a design different from that of the third embodiment. The deceleration content CTd and the deceleration continuation content CTc are displayed in the event display area DA1. Hereinafter, the details of the operation state presentation in the driving scene where the speed limit (speed limit) changes will be described together with the details of the speed control by the speed manager.

The speed manager sets the traveling section defined as having a low speed limit as the deceleration maintenance section SeM. Specifically, the speed manager sets a deceleration maintenance section SeM between the speed limit sign TSd notifying that the speed limit is decreasing and the speed limit sign TSa notifying that the speed limit is increasing. That is, the boundary BL2 on the inlet side of the deceleration maintenance section SeM is set with reference to the position where the speed limit sign TSd is installed. On the other hand, the boundary BL3 on the exit side of the deceleration maintenance section SeM is set with reference to the position where the speed limit sign TSa is installed. The vehicle A is approaching the deceleration maintenance section SeM at a speed higher than the speed limit of the deceleration maintenance section SeM (for example, the target speed of the ACC function is 80 km / h or the like).

Further, the speed manager defines the deceleration section SeD on the front side of the deceleration maintenance section SeM. The speed manager lengthens the deceleration section SeD as the difference (deceleration amount) between the current traveling speed and the speed limit indicated by the speed limit sign TSd increases. Similarly, the speed manager defines a recovery section SeA behind the deceleration maintenance section SeM. When the ACC function is operating, the recovery section SeA is lengthened as the difference (recovery amount) of the speed limits indicated by the speed limit markers TSd and TSa increases. During manual operation, the length of the recovery section SeA may be substantially constant regardless of the amount of recovery.

The deceleration content CTd (see FIG. 19) is superimposed and displayed on the road surface of the own vehicle lane Lns in the range belonging to the deceleration section SeD. The deceleration content CTd includes a plurality of strip-shaped image portions VpR and VpL extending from the left and right lane markings toward the center of the own vehicle lane Lns. Each band-shaped image unit VpR, VpL is superimposed on a specific position on the road surface of the own vehicle lane Lns, and moves to the own vehicle side together with the road surface as the vehicle A travels.

The strip-shaped image portions VpR and VpL extend in a posture of inclining toward the back side of the own vehicle lane Lns as the distance from the left and right division lines increases. Each strip-shaped image portion VpR, VpL may be displayed in a drawing shape having substantially no height with respect to the road surface, or has a side portion having a height smaller than the band width, so that the strip-shaped image portions VpR and VpL are slightly raised from the road surface. It may be drawn in a strip shape. The deceleration content CTd forms a virtual zebra zone in the vicinity of the left and right division lines by the plurality of band-shaped image portions VpR and VpL.

The display generation unit 76 (see FIG. 3) displays the band-shaped image units VpR and VpL as the deceleration content CTd at the timing when the deceleration section SeD enters the angle of view VA (FIG. 17 S303). When the deceleration maintenance section SeM enters the angle of view VA (FIG. 17 S304: YES), the display generation unit 76 stops the additional drawing of the strip-shaped image units VpR and VpL. The display of the deceleration content CTd ends when the band-shaped image portions VpR and VpL are framed out of the angle of view VA.

The deceleration continuous content CTc (see FIG. 20) is a non-superimposed content CTn displayed at a specific position in the event display area DA1 as in the second embodiment. The deceleration continuation content CTc continues to be displayed as if it is superimposed on the road surface of the own vehicle lane Lns during the period in which the vehicle A is traveling in the deceleration maintenance section SeM. The deceleration continuous content CTc is designed to imitate the speed limit sign TSd. The deceleration continuation content CTc includes a control speed display Pts indicating a target speed after deceleration set in the speed manager.

When the deceleration maintenance section SeM enters the angle of view VA (FIG. 17 S304: YES), the display generation unit 76 starts displaying the deceleration continuation content CTc in accordance with the frame-out of the strip-shaped image portions VpR and VpL (FIG. 17 S304: YES). 17 S305). Then, when the recovery section SeA enters the angle of view VA (FIG. 17 S306: YES), the display generation unit 76 ends the display of the deceleration continuation content CTc (FIG. 17 S307).

Also in the fourth embodiment described so far, the driver can be notified by the end of the display of the deceleration continuation content CTc to what extent the restrained state of the traveling speed is maintained. As a result, it becomes possible to improve the convenience of the driver.

(Fifth Embodiment)
The fifth embodiment of the present disclosure shown in FIGS. 21 to 23 is a modification of the fourth embodiment. In the fifth embodiment, similarly to the first embodiment, the deceleration content CTd (see FIG. 22) and the acceleration content CTa (see FIG. 23) are used to present the operating state of the speed manager. The deceleration content CTd and the acceleration content CTa are displayed in the event display area DA1 and the status display area DA2, respectively. Hereinafter, the details of the deceleration content CTd and the acceleration content CTa of the fifth embodiment will be described by taking the traveling scene described in the fourth embodiment as an example.

The display generation unit 76 (see FIG. 3) causes the event display area DA1 and the status display area DA2 to display the deceleration lane mark PLd and the deceleration indicator Isd as deceleration content CTd, respectively. The deceleration lane mark PLd and the deceleration indicator Isd are displayed in a manner related to each other. The deceleration lane mark PLd and the deceleration indicator Isd are started to be displayed at the timing when the deceleration section SeD enters the angle of view VA, and continue to be displayed until the deceleration section SeD goes out of the angle of view VA (FIGS. 9 S105 to S108). ..

Here, the related mode indicates that it contains similar common image elements. The common image elements need be similar enough that the driver can recognize the commonality. For example, common image elements may have slightly different overall aspect ratios, line widths, viewing angles, display colors, and the like. Further, the number of image elements included in the deceleration lane mark PLd and the deceleration indicator Isd may be different.

The deceleration lane mark PLd and the deceleration indicator Isd include a plurality (three) strip-shaped image portions PbD as common image elements. The band-shaped image portion PbD has a bent shape with the center protruding toward the lower side of the angle of view VA, and extends in a band shape as a whole along the horizontal direction of the angle of view VA.

The deceleration lane mark PLd is superimposed content CTs that superimpose the road surface of the deceleration section SeD. The band-shaped image unit PbD included in the deceleration lane mark PLd is superimposed on a specific position on the road surface, and moves to the own vehicle side together with the road surface as the vehicle A travels. The deceleration lane mark PLd makes a virtual lane mark appear on the front road surface by a plurality of strip-shaped image portions PbD arranged along the extending direction of the own vehicle lane Lns. The deceleration lane mark PLd may be displayed as a ripple animation in which the strip-shaped image unit PbD is sequentially displayed from the back side toward the own vehicle side.

The deceleration indicator Isd is the non-superimposed content CTn displayed in the status display area DA2. The deceleration indicator Isd is displayed below the speedometer CTv in the status display area DA2. The deceleration indicator Isd notifies the driver that the speed control for reducing the traveling speed is performed by the plurality of strip-shaped image units PbD arranged under the speedometer CTv.

The display generation unit 76 causes the event display area DA1 and the status display area DA2 to display the acceleration lane mark PLa and the acceleration indicator Isa as acceleration content CTa, respectively. The acceleration lane mark PLa and the acceleration indicator Isa are also displayed in a manner related to each other, similarly to the deceleration lane mark PLd and the deceleration indicator Isd. The acceleration lane mark PLa and the acceleration indicator Isa are started to be displayed at the timing when the recovery section SeA enters the angle of view VA, and continue to be displayed until the recovery section SeA goes out of the angle of view VA (FIGS. 9 S109 to S112). ..

The acceleration lane mark PLa and the acceleration indicator Isa include a plurality (three) strip-shaped image portions PbA as common image elements. The band-shaped image portion PbA has a bent shape with the center protruding toward the upper side of the angle of view VA, and extends in a band shape as a whole along the horizontal direction of the angle of view VA. That is, the strip-shaped image portion PbA has a drawing shape in which the strip-shaped image portion PbD of the deceleration content CTd is inverted up and down with the angle of view VA.

The acceleration lane mark PLa are superposed contents CTs that superimpose the road surface of the recovery section SeA. The band-shaped image portion PbA included in the acceleration lane mark PLa is superimposed on a specific position on the road surface, and moves to the own vehicle side together with the road surface as the vehicle A travels. The acceleration lane mark PLa makes a virtual lane mark appear on the front road surface by a plurality of strip-shaped image portions PbA arranged along the extending direction of the own vehicle lane Lns. The acceleration lane mark PLa may be displayed as a ripple animation in which the strip-shaped image portion PbA is sequentially displayed from the vehicle side to the back side, contrary to the deceleration indicator Isd.

The acceleration indicator Isa is a non-superimposed content CTn displayed in the status display area DA2. The acceleration indicator Isa is displayed above the speedometer CTv in the status display area DA2. The acceleration indicator Isa notifies the driver that the acceleration control is performed or the accelerator operation is required by the plurality of band-shaped image units PbA arranged on the upper side of the speedometer CTv.

Also in the fifth embodiment described so far, the driver may be notified of the point where the recovery of the traveling speed is allowed or started by displaying the acceleration content CTa. As a result, it becomes possible to improve the convenience of the driver.

In addition, in the fifth embodiment, the deceleration lane mark PLd which is the superimposed content CTs and the deceleration indicator Isd which is the non-superimposed content CTn are displayed as the deceleration content CTd in a manner related to each other. Similarly, the acceleration lane mark PLa, which is the superimposed content CTs, and the acceleration indicator Isa, which is the non-superimposed content CTn, are displayed as the accelerated content CTa in a manner related to each other. As a result, the operating state of the speed manager is presented to the driver in a more understandable manner by the combination of the superposed content CTs and the non-superimposed content CTn.

(Other embodiments)
Although the plurality of embodiments of the present disclosure have been described above, the present disclosure is not construed as being limited to the above embodiments, and is applied to various embodiments and combinations without departing from the gist of the present disclosure. can do.

Also in the first modification of the third embodiment shown in FIG. 24, the deceleration content CTd and the deceleration continuation content CTc include common drawing objects such as virtual objects VoR and VoL, and are displayed as superposed content CTs in a continuous manner. In the first modification, the length and drawing posture of each virtual object VoR and VoL included in the deceleration content CTd are substantially constant. On the other hand, the thickness of each virtual object VoR, VoL in the depth direction seen from the driver gradually changes thinly from the boundary BL1 on the inlet side of the deceleration section SeD toward the boundary BL2 on the exit side. The thickness of the last virtual objects VoR and VoL closest to the boundary BL2 on the exit side is set to be about the same as or slightly thicker than each virtual object VoR and VoL included in the deceleration continuous content CTc.

Even in the modified example 1 described so far, continuity is imparted to the deceleration content CTd and the deceleration continuation content CTc by including the common virtual objects VoR and VoL. In addition, in the first modification, the modes of the virtual objects VoR and VoL are slightly different between the deceleration content CTd and the deceleration continuation content CTc. Therefore, the presentation of the operating state of the first modification makes it possible for the driver to perceive the transition of the control state of the speed manager while not causing the driver to feel annoyed.

In the second modification of the fifth embodiment, the display of the deceleration lane mark PLd and the acceleration lane mark PLa is omitted. That is, in the deceleration section SeD, the deceleration indicator Isd as the deceleration content CTd is displayed. Then, in the recovery section SeA, the acceleration indicator Isa as the acceleration content CTa is displayed. As described above, the operation state presentation by the speed manager may be performed only by the non-superimposed content CTn without using the superposed content CTs.

In the third modification of the fifth embodiment, superimposed content CTs having substantially the same design as the deceleration notice content CTo (see FIG. 11) of the second embodiment are displayed as the deceleration content CTd. Further, in the third modification, the acceleration content CTa substantially the same as that of the second embodiment is superimposed and displayed on the road surface of the recovery section SeA. As described above, the deceleration content CTd and the acceleration content CTa of the modified example 3 also include the common band-shaped image portion, so that the deceleration indicator Isd and the acceleration indicator Isa are related to each other.

As the deceleration content CTd or the acceleration content CTa, the superimposed content CTs and the non-superimposed content CTn that do not include a common image element may be displayed synchronously.

In the above embodiment, the display of the deceleration content CTd and the like is terminated based on the override operation by the driver. However, in the fourth modification of the above embodiment, for example, when the speed control is automatically restored after the driver operation is completed, the display of the content is continued. The display generation unit continues the display while partially changing the mode of the content so that the temporary control interruption of the speed manager can be recognized. It is not necessary to change the state of the content based on the brake operation or the like.

In the modified example 5 of the first embodiment, the display brightness of the deceleration content CTd is set higher as the deceleration amount by the speed manager increases. Further, in the modification 6 of the first embodiment, when the deceleration amount by the speed manager exceeds the threshold value, the display color of the deceleration content CTd is changed to, for example, amber or red. As in the above modification 5 and 6, the specific mode change for emphasizing the deceleration content CTd may be changed as appropriate. Similarly, a specific mode change that emphasizes the specific virtual object VoS (specific part) indicating the direction of high risk may be changed as appropriate.

In the above embodiment, the display start and display end of each content are controlled based on the determination of whether or not each traveling section falls within the angle of view VA. On the other hand, the display generation unit of the modification 7 controls the display start and display end of the content based on the distance to each boundary BL1 to BL4 or the remaining time until reaching each boundary BL1 to BL4. The display generation unit can appropriately change the distance or time related to the display control according to the traveling speed of the vehicle A, the user setting, and the like.

The speed manager of the above embodiment includes both an ACC function and an ISA function. However, the speed control function mounted on the vehicle A may be only the ACC function or only the ISA function. Further, a driving support function or an automatic driving function different from the ACC function and the ISA function may be able to operate as a speed manager.

The driving scene exemplifying the presentation of operation information in the above embodiment is an example. The HCU 100 may be capable of presenting operation information using at least one of the non-superimposed content CTn and the superposed content CTs in a driving scene different from the above. Further, the mode of the content used for presenting the operation information, specifically, the drawing shape, the display color, the display brightness, the display position, and the like may be changed as appropriate.

The HCU of the above embodiment uses the position information of the eye point detected by the DSM so that the superimposed content is superimposed on the superimposed object without deviation when viewed from the driver, and the virtual image light imaged as the superimposed content. The projected shape and projected position were sequentially controlled. However, in the modified example 8 of the above embodiment, the projected shape and the projected position of the virtual image light formed as the superimposed content are used without using the DSM detection information and using the preset reference eye point center setting information. Is controlled.

The configuration of the HUD may be changed as appropriate. As an example, the HUD projector 21 of the modified example 9 is provided with an EL (Electro Luminescence) panel instead of the LCD panel and the backlight. 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.

The HUD of the modified example 10 is provided with a laser module (hereinafter referred to as LSM) and a screen instead of the LCD and the backlight. The 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. In the HUD of the 11th modification, 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 element, and displays the virtual image in the air. In the HUD of the modified example 12, a holographic optical element is adopted as one of the optical systems for displaying a virtual image in the air. Further, an optical member such as a combiner different from the windshield may be a projection target of the virtual image light.

In the modified example 13 of the above embodiment, the HCU and the HUD are integrally configured. That is, the processing function of the HCU is implemented in the HUD control circuit of the modified example 13. Further, the processing function of the HCU may be implemented in the control circuit of a display device such as a combination meter including a meter display or a display audio. In these forms, the display device or its control circuit is a "display control device".

In the above embodiment, each function provided by the HCU can also be provided by software and the hardware that executes it, software 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.

Further, the form of the storage medium for storing the program or the like capable of realizing the above display control method may be changed as appropriate. For example, the storage medium is not limited to the configuration provided on the circuit board, and may be provided in the form of a memory card or the like, inserted into the slot portion, and electrically connected to the control circuit of the HCU. .. Further, the storage medium may be an optical disk and a hard disk drive that serve as a copy base for the program to the HCU.

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 HMI system and the HCU may be mounted on a vehicle dedicated to unmanned driving used for mobility services. Further, the vehicle equipped with the HMI system may be a right-hand drive vehicle or a left-hand drive vehicle. The display form of each content is appropriately optimized according to the steering wheel position of the vehicle and the like.

The 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. Alternatively, the apparatus and method thereof described in the present disclosure may be realized by a dedicated hardware logic circuit. Alternatively, 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. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.

A vehicle, CTd deceleration content, CTc deceleration continuation content, CTa acceleration content, CTs superimposition content, CTn non-superimposition content, VoS specific virtual object (specific part), 11 processing unit, 20 HUD (head-up display), 72 information acquisition unit , 76 Display generator, 100 HCU (Display control device)

Claims (10)

A display control device used in a vehicle (A) having a speed control function for controlling a running speed and controlling a display by a head-up display (20).
An information acquisition unit (72) that acquires control information of the traveling speed by the speed control function, and
A display generation unit (76) for displaying deceleration content (CTd) indicating the start of deceleration of the vehicle by the speed control function and acceleration content (CTa) indicating the start of acceleration for recovering the traveling speed after deceleration.
A display control device comprising. A display control device used in a vehicle (A) having a speed control function for controlling a running speed and controlling a display by a head-up display (20).
An information acquisition unit (72) that acquires control information of the traveling speed by the speed control function, and
Display generation unit (76) that displays deceleration content (CTd) indicating the start of deceleration of the vehicle by the speed control function and deceleration continuation content (CTc) indicating that the suppression of the traveling speed is continued after deceleration. When,
A display control device comprising. The display according to claim 2, wherein the display generation unit displays acceleration content (CTa) indicating the start of acceleration for recovering the traveling speed when the suppression of the traveling speed by the speed control function is completed. Control device. The display control device according to claim 2 or 3, wherein the display generation unit displays the deceleration continuation content in a manner continuous with the deceleration content. The display generation unit
Superimposed content (CTs) superimposed on the superimposed object in the foreground and non-superimposed content (CTn) for which the superimposed object is not specified are displayed as the deceleration content.
The display control device according to any one of claims 1 to 4, wherein the superposed content and the non-superimposed content are displayed in a manner related to each other. The display control device according to any one of claims 1 to 5, wherein the display generation unit changes the mode of the deceleration content based on a brake operation by the driver of the vehicle. The display control device according to any one of claims 1 to 6, wherein the display generation unit displays the deceleration content in an emphasized manner as the amount of deceleration by the speed control function increases based on the control information. The information acquisition unit further acquires the recognition result of the traveling environment around the vehicle, and further acquires the recognition result.
The display according to any one of claims 1 to 7, wherein the display generation unit displays a specific portion (VoS) indicating a direction of high risk in the deceleration content in a state of being emphasized based on the recognition result. Control device. A display control program used in a vehicle (A) having a speed control function for controlling a running speed and controlling a display on a head-up display (20).
In at least one processing unit (11)
The control information of the traveling speed by the speed control function is acquired (S101, S201), and
The deceleration content (CTd) indicating the start of deceleration of the vehicle by the speed control function is displayed (S106, S205).
After deceleration, the acceleration content (CTa) indicating the start of acceleration for recovering the traveling speed is displayed (S110, S210).
A display control program that executes processing including that. A display control program used in a vehicle (A) having a speed control function for controlling a running speed and controlling a display on a head-up display (20).
In at least one processing unit (11)
Acquiring the control information of the traveling speed by the speed control function (S201, S301),
The deceleration content (CTd) indicating the start of deceleration of the vehicle by the speed control function is displayed (S205, S303).
After deceleration, the deceleration continuation content (CTc) indicating that the suppression of the traveling speed is continued is displayed (S207, S305).
A display control program that executes processing including that.

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