Display system for mobile object

Abstract

In the present invention, correcting the display position of an image during deceleration prevents a driver from experiencing visual discomfort. A display system 10 for a mobile object causes a display unit to display an image so as to be superimposed over an actual view. The display system 10 for a mobile object comprises: an angular velocity information acquiring means 230 for acquiring angular velocity information indicating the angular velocity of the mobile object; a stop information acquiring means 230 for acquiring stop operation information pertaining to a mobile object stop-operation; a control means 210 for setting as correction information a first correction amount for correcting a display position of an image on the basis of the angular velocity of the angular velocity information; and a display position adjusting means 100 for adjusting the display position of the image on the basis of the correction information. The control means 210 sets, as the correction information, a second correction amount obtained by suppressing the correction amount more than the first correction amount if it is determined that a predetermined stop operation has been performed by the mobile object on the basis of the stop operation information; and the display position adjusting means 100 adjusts the display position of the image on the basis of the second correction amount set as the correction information.

Description

Mobile display system

[0001] The present disclosure relates to a display system for a moving body that superimposes an image (virtual object) on an actual scene in the moving direction of the moving body.

[0002] When driving a moving object such as a vehicle, a display system for a moving object capable of displaying driving assistance information on a windshield or the like in front of the vehicle (in the direction of travel of the vehicle) has been developed. A head-up display (HUD) device is known as an example of a display system for a moving object. The head-up display device is a device that displays an augmented reality (AR) image by superimposing (overlapping) an image (virtual object) on a real scene in front of the vehicle, thereby adding and enhancing information from the image (virtual object) to the real scene (including real objects present in the real scene). By superimposing an image on the real scene in front of the vehicle, driving assistance information can be accurately provided while minimizing eye movement of the driver of the vehicle, thereby contributing to safe and comfortable vehicle operation.

[0003] In recent head-up display devices, in order to suppress a relative positional shift between an image (virtual object) and a real scene that occurs due to a change in the vehicle's attitude, a process is performed to move (shift) the display position of the image in accordance with the change in the vehicle's attitude (see, for example, Patent Document 1). As a result, even if a change in the vehicle's attitude occurs, the relative positional relationship between the image and the real scene is maintained (the positional shift between the image and the real scene is suppressed), and it becomes possible to harmonize the image with the real scene.

[0004] International Publication No. 2020 / 208883

[0005] However, in the head-up display device described in Patent Document 1, the vehicle attitude is calculated based on the angular velocity (for example, the amount of change in pitch angle) detected by a gyro sensor, and a process of moving the display position of the image (correction process based on angular velocity) is performed based on the calculated vehicle attitude. Therefore, if there is no change in the detected angular velocity, the correction amount based on angular velocity converges to 0 over time, and the display position of the image is no longer corrected.

[0006] For example, when the brake pedal is depressed to suddenly change the vehicle's posture, the vehicle may maintain a forward tilted posture for a certain period of time after the brake pedal is depressed. During this period, the angular velocity does not change (the angular velocity becomes zero or converges to zero), so the display position of the image is not corrected based on the angular velocity, and the image becomes out of sync with the actual scene. This may cause the driver to feel uncomfortable.

[0007] Furthermore, if the image display position correction process is not performed, the image will move (return) to the center of the screen (reference position) of the head-up display device, and this movement of the image may behave differently from the driver's subjective perception, which could cause a visual discomfort.

[0008] The present disclosure has been made in consideration of the above-mentioned problems, and aims to provide a display system for a moving body that is less likely to cause visual discomfort to the driver by correcting the display position of an image (virtual object) when the moving body decelerates.

[0009] In order to solve the above problem, a moving body display system in a first embodiment is a moving body display system that displays an image on a display unit installed on a moving body in a direction of travel so as to be superimposed on an actual scene on the moving body side, and includes: angular velocity information acquisition means that acquires angular velocity information consisting of information indicating the angular velocity of the moving body from an attitude detection means installed on the moving body; stop information acquisition means that acquires stop operation information related to a stop operation of the moving body; control means that calculates a first correction amount for correcting the display position of an image to be displayed on the display unit based on the angular velocity of the angular velocity information acquired by the angular velocity information acquisition means, and sets the first correction amount as correction information; and and a display position adjustment means for adjusting the display position of the image displayed on the display unit based on the correction information set by the stop information acquisition means, wherein when the control means determines that a predetermined stopping action has been performed on the moving body based on the stop action information acquired by the stop information acquisition means, the control means sets a second correction amount, which is a smaller correction amount for the display position of the image than the first correction amount calculated based on the angular velocity, as the correction information and outputs the second correction amount to the display position adjustment means, and the display position adjustment means adjusts the display position of the image displayed on the display unit based on the second correction amount set as the correction information by the control means.

[0010] In a second embodiment of a display system for a moving body that can be dependent on the first embodiment, the second correction amount is the first correction amount at time T1 calculated by the control means based on the angular velocity at time T1 when it is determined that the specified stopping operation has been performed, and the control means sets the first correction amount at time T1 as the correction information even after time T1 when it is determined that the specified stopping operation has been performed in the moving body.

[0011] In a display system for a moving body in a third embodiment that can be dependent on the first or second embodiment, the stopping operation information is information indicating the amount of operation of the regenerative brake in the moving body, and it is determined that the specified stopping operation has been performed in the moving body when the amount of operation of the regenerative brake reaches a specified value.

[0012] In a fourth embodiment of a display system for a moving body that can be dependent on the first to third embodiments, the stopping operation information is information indicating the amount of depression of the brake pedal on the moving body, and it is determined that the specified stopping operation has been performed on the moving body when the amount of depression of the brake pedal has reached a specified value.

[0013] In a fifth embodiment of the display system for a moving body that can be dependent on the first to fourth embodiments, when the control means determines, based on the stopping operation information, that the specified stopping operation has been completed in the moving body, the control means sets the correction information based on a correction amount obtained by gradually reducing the second correction amount and outputs the correction information to the display position adjustment means, and the display position adjustment means adjusts the display position of the image displayed on the display unit based on the correction amount that has been gradually reduced.

[0014] In a sixth embodiment of the display system for a moving body that can be dependent on the first to fifth embodiments, the control means calculates tilt information indicating how much the front part of the moving body is tilted relative to the horizontal direction of the road surface based on the angular velocity of the angular velocity information, and when it is determined that the moving body has performed the specified stopping operation, if it is determined that the front part of the moving body is tilted upward based on the tilt information, sets the first correction amount calculated based on the angular velocity as the correction information and outputs it to the display position adjustment means, and when it is determined that the moving body has performed the specified stopping operation, if it is determined that the moving body is in a horizontal state relative to the road surface based on the tilt information, sets a correction amount that does not correct the display position of the image after time T2 when it is determined that the moving body is in the horizontal state as the correction information and outputs it to the display position adjustment means.

[0015] According to the display system for a moving body of the present disclosure, the display position of the image can be corrected when the moving body is decelerating, thereby making it less likely that the driver will feel uncomfortable visually.

[0016] 1 is a schematic diagram showing a schematic configuration of a vehicular display system according to an embodiment; 2 is a block diagram showing a schematic configuration of a display control device according to an embodiment; 3 is a diagram showing a change in vehicle speed, a change in brake depression amount, a change in pitch angle, a change in the correction amount over time, and a change in the amount of deviation of an image from an actual scene over time, when a display control device according to an embodiment performs a correction process for a display position of an image using only a correction amount based on an angular velocity; 4 is a diagram showing a change in vehicle speed, a change in brake depression amount, a change in pitch angle, a change in the correction amount over time, and a change in the amount of deviation of an image from an actual scene over time, when a display control device according to an embodiment performs a correction process for a display position of an image based on a correction amount based on an angular velocity and brake depression information; and 5 is a diagram showing a change in vehicle speed, a change in brake depression amount, a change in pitch angle, a change in the correction amount over time, and a change in the amount of deviation of an image from an actual scene over time, when a display control device according to an embodiment performs a correction process for a display position of an image based on a correction amount based on an angular velocity, brake depression information, and information on the pitch angle. FIG. 10 is another diagram showing the change in vehicle speed, the change in brake depression amount, the change in pitch angle, the change in correction amount over time, and the change in the amount of image deviation (correction result) from the actual scene when a display control device in an embodiment performs correction processing for the image display position based on the correction amount based on angular velocity, brake depression information, and information regarding pitch angle.

[0017] The mobile object display system of the present disclosure will be described in detail below with reference to the drawings, showing a vehicle display system as an example. The mobile object display system can be applied as a display system for mobile objects such as four-wheeled automobiles, two-wheeled automobiles, ships, aircraft, agricultural machinery, and construction machinery.

[0018] 1 is a schematic diagram showing the general configuration of a vehicle display system according to an embodiment. As shown in FIG. 1, a vehicle display system (display system for a moving object) 10 includes a HUD (head-up display) device (display position adjustment means) 100 and a display control device 200.

[0019] The HUD device 100 is installed in an instrument panel 3 of a vehicle (mobile body) 1. The HUD device 100 has a display (display position adjustment means) 101, a plane mirror 102, a concave mirror 103, and a HUD control unit (display position adjustment means) 105, and is housed in a housing 106.

[0020] The display 101 is a device that outputs an image (virtual object) to be visually recognized by the driver 9 as display light L in response to an instruction from the HUD control unit 105. As the display 101, for example, a TFT (Thin Film Transistor) type liquid crystal display or an organic EL (Electroluminescence) type display can be used.

[0021] The plane mirror 102 is a mirror that reflects the display light L (image: virtual object) output from the display device 101 toward the concave mirror 103, and the concave mirror 103 is a mirror that further reflects the display light L reflected by the plane mirror 102 and emits it toward the windshield (display unit) 2. The concave mirror 103 functions as a magnifying mirror and magnifies the image (virtual object) of the display light L output from the display device 101 before irradiating it onto the windshield 2 of the vehicle 1.

[0022] The driver 9 visually recognizes the reflected light of the display light L irradiated onto the windshield 2 as an image (virtual object) V. The image (virtual object) V visually recognized by the driver 9 through the windshield 2 is displayed so as to overlap with the actual scene outside (in front of) the windshield 2.

[0023] In addition, in order to make it easier for the driver 9 to view the image through the windshield 2, it is also possible to install a projector or a screen constituting a display surface on the instrument panel 3 or on the windshield 2.

[0024] The HUD control unit 105 performs processing to output an image (display light L) to the display device 101 based on image information received from a display control unit (control means) 210 of the display control device 200, which will be described later. In addition, the HUD control unit 105 adjusts the drawing position of the image on the display device 101 based on correction information received from the display control unit 210, thereby adjusting the display position of the image (virtual object) projected onto the windshield 2.

[0025] 2 is a block diagram showing a schematic configuration of the display control device 200. The display control device 200 includes a display control unit 210, a memory 220, and an I / O interface unit (angular velocity information acquisition means, stop information acquisition means) 230. The memory 220 stores image data (data such as a sign image or an arrow image) for creating the image (virtual object) V, a program recording the processing details of the display control unit 210, and various data required for processing judgment (threshold data, table data, etc., for example, table data recording the adjustment amount of the display device 101 corresponding to the angular velocity information described below). A typical recording medium such as a magnetic medium, a volatile memory, or a non-volatile memory can be used as the memory 220.

[0026] The I / O interface unit 230 is connected to various devices installed in the vehicle 1, and the display control unit 210 is able to acquire various information from the various devices via the I / O interface unit 230. The I / O interface unit 230 can be connected to, for example, a vehicle ECU (Electronic Control Unit) 311 capable of acquiring acceleration information, speed information, and brake operation information (stopping operation information) based on the operating amount of the regenerative brake (the amount of power generated by the regenerative brake) of the vehicle 1, an external camera unit 312 capable of acquiring information outside the vehicle 1 (for example, image information capturing the situation in front of or behind the vehicle), a vehicle position detection unit 313 consisting of a GPS (Global Positioning System) or the like for detecting the position of the vehicle, an external communication unit 314 connected to an internet line or the like for sending and receiving various information, an operation detection unit 315 detecting operation information such as the amount of steering of the steering wheel operated by the driver 9 and the amount of depression of the brake pedal and accelerator pedal, an attitude detection unit (attitude detection means) 316 capable of acquiring acceleration information indicating the acceleration of the vehicle 1 and angular velocity information indicating the angular velocity of the vehicle 1, an external sensor unit 317 capable of detecting other vehicles and obstacles present around the vehicle, a brightness detection unit 318 capable of detecting the brightness outside the vehicle, and an information communication terminal 319 consisting of a smartphone, tablet, or the like.

[0027] For ease of explanation, the display control device 200 in this embodiment will be described as including a vehicle ECU 311 that acquires acceleration information of the vehicle 1, an operation detection unit 315 that detects information such as the amount of steering of the steering wheel and the amount of depression of the brake pedal, and an attitude detection unit 316 that can acquire acceleration information and angular velocity information of the vehicle 1.

[0028] The vehicle ECU 311 is a computer that operates ADAS (Advanced Driver-Assistance Systems) such as ACC (Adaptive Cruise Control) or electronically controls various devices such as the transmission and engine in accordance with the accelerator pedal position and vehicle speed. Various information for performing the above-mentioned controls is input to the vehicle ECU 311, and by connecting the vehicle ECU 311 to the I / O interface unit 230, the display control unit 210 can acquire acceleration information, speed information, etc. of the vehicle 1, information indicating the amount of regenerative braking operation, information indicating the amount of automatic braking operation based on the ADAS, etc.

[0029] In the vehicle display system 10 of the present disclosure, information regarding the strength of the regenerative braking operation amount is referred to as regenerative braking strength information, and information regarding the strength of the automatic braking operation amount based on ADAS is referred to as automatic braking strength information.

[0030] The operation detection unit 315 is a device that detects the steering wheel operation by the driver 9 and the operation amount of pedals such as the accelerator pedal, brake pedal, and clutch pedal. For example, the operation detection unit 315 detects the steering amount indicating how far the driver 9 steers the steering wheel left or right. The operation detection unit 315 also detects the accelerator depression amount indicating how far the driver 9 depresses the accelerator pedal, the brake depression amount indicating how far the brake pedal is depressed, or the clutch depression amount indicating how far the clutch pedal is depressed. By connecting the operation detection unit 315 to the I / O interface unit 230, the display control unit 210 can acquire information such as the brake pedal depression amount (brake depression amount). In the display control unit 210 of the present disclosure, it is sufficient to detect at least information related to the brake depression amount via the I / O interface unit 230. Therefore, it is possible to omit the detection process of the accelerator depression amount, the detection process of the clutch depression amount, etc., as necessary.

[0031] The attitude detection unit 316 is a device provided for the purpose of grasping and estimating changes in the attitude of the vehicle 1. An IMU (Inertial Measurement Unit) is generally used as the attitude detection unit 316. The IMU includes a three-axis (roll axis, pitch axis, and yaw axis) angular velocity (gyro) sensor (deg / s), a three-axis (X axis, Y axis, and Z axis) acceleration sensor (m / s), and a three-axis (X axis, Y axis, and Z axis) acceleration sensor (m / s). 2 ) and other sensors are installed, making it possible to detect three-dimensional inertial motion (translational motion and rotational motion in three orthogonal axial directions). The roll axis is an axis extending in the longitudinal direction of the vehicle 1, the pitch axis is an axis extending in the lateral direction of the vehicle 1, the yaw axis is an axis extending in the vertical direction of the vehicle 1, the X axis is an axis extending in the longitudinal direction of the vehicle 1, the Y axis is an axis extending in the lateral direction of the vehicle 1, and the Z axis is an axis extending in the vertical direction of the vehicle 1.

[0032] Connecting the attitude detection unit 316 to the I / O interface unit 230 enables the display control unit 210 to acquire acceleration information indicating the acceleration and angular velocity information indicating the angular velocity of the vehicle 1. Note that, in the processing in the display control unit 210 of the present disclosure, it is sufficient to be able to detect only the angular velocity information, and therefore it is possible to omit the processing for detecting acceleration information as necessary.

[0033] The display control unit 210 can acquire acceleration information from both the vehicle ECU 311 and the attitude detection unit 316, but each acceleration information has different characteristics and is determined to be different. The acceleration information acquired from the vehicle ECU 311 indicates acceleration information measured over a relatively long time (long unit time) detected based on the rotation state of the tires (number of rotations and the amount of change therein), etc., while the acceleration information acquired from the attitude detection unit 316 indicates acceleration information associated with changes in the attitude of the vehicle 1 and measured over a relatively short time (short unit time).

[0034] The display control unit 210 performs a process of creating an image (virtual object) to be projected onto the windshield 2 and outputting the image to the HUD control unit 105. For example, the display control unit 210 acquires image data of a road sign (such as a maximum speed sign or a no entry sign) from the memory 220 based on an image of the area ahead of the vehicle captured by the external camera unit 312, and creates image information for an appropriate image V to be projected onto the windshield 2. Similarly, the display control unit 210 acquires image data indicating the vehicle speed (image data indicating the driving speed) from the memory 220 based on speed information acquired from the vehicle ECU 311, and creates image information for the image V. The image information created by the display control unit 210 is output in real time to the HUD control unit 105 and projected onto the windshield 2 by the HUD device 100.

[0035] Furthermore, the display control unit 210 performs processing to create correction information for adjusting the display position of the image based on the speed information of the vehicle 1 from the vehicle ECU 311, the angular velocity information from the attitude detection unit 316, and information on the amount of depression of the brake pedal from the operation detection unit 315 (referred to as brake depression information (stopping operation information)), which are acquired via the I / O interface unit 230, and outputs the correction information to the HUD control unit 105. The HUD control unit 105 adjusts the display position of the image (virtual object) projected onto the windshield 2 by performing processing to adjust the drawing position of the image on the display 101 based on the correction information acquired from the display control unit 210.

[0036] It should be noted that information regarding the display position (referred to as the "reference position") at which the image projected onto the windshield 2 and the actual scene are not misaligned relative to each other when the vehicle 1 is level with the road surface is pre-recorded in the memory 220. The display control unit 210 acquires information regarding the reference position from the memory 220, calculates the amount of deviation of the image from the reference position based on changes in the attitude of the vehicle 1, and corrects this amount of deviation, thereby performing a correction process for the display position of the image (virtual object).

[0037] Furthermore, the display control unit 210 calculates a pitch angle (tilt information) indicating the angle of the front portion of the vehicle 1 (or the angle of the rear portion of the vehicle 1) relative to the vehicle 1, which is horizontal to the road surface, based on the angular velocity information acquired from the attitude detection unit 316. Methods for calculating the pitch angle, etc., based on the angular velocity information are well known, and various methods can be used. For example, a calculation method using an integral calculation of angular velocity and a calculation method using a Kalman filter are known. It is also possible to calculate the pitch angle, etc., based on the acceleration information acquired from the attitude detection unit 316. Since these methods are also well known, detailed description thereof will be omitted here. Since it is sufficient for the display control unit 210 of the present disclosure to be able to detect at least the pitch angle, a case where the pitch angle is detected as tilt information of the vehicle 1 will be described. It should be noted that, if necessary, a configuration may be adopted in which a roll angle or a yaw angle is calculated in addition to the pitch angle.

[0038] Next, the process performed by the display control unit 210 to correct the display position of the image projected onto the windshield 2 based on the angular velocity information and the brake depression information will be described. First, a conventional correction process will be described. Figure 3 is a diagram showing the changes in vehicle speed, brake depression amount, pitch angle, time-dependent changes in the correction amount, and time-dependent changes in the amount of deviation of the image from the actual scene (correction result) when the display control unit 210 performs the process to correct the display position of the image using only the correction amount based on the angular velocity.

[0039] The display control unit 210 acquires angular velocity information of the vehicle 1 from the attitude detection unit 316 via the interface unit 230, and calculates the attitude variation amount of the vehicle 1 based on the acquired angular velocity information. The attitude variation amount is information (tilt information) that numerically indicates how much the vehicle 1 is tilted from a horizontal state with respect to the road surface while the vehicle 1 is traveling, etc. As an example, the display control unit 210 of the present disclosure calculates the pitch angle in the fore-and-aft direction of the vehicle 1 as the attitude variation amount.

[0040] Next, the display control unit 210 performs a process of correcting the display position of the image (virtual object) based on the angular velocity information in order to move the display position of the image in the vertical direction in accordance with the angular velocity. The correction amount set by the display control unit 210 is referred to as an angular velocity correction amount (first correction amount) because it is set in accordance with the angular velocity. The angular velocity correction amount indicates the amount of movement of the image to be moved in accordance with the angular velocity, expressed as an adjustment amount of the image rendering position on the display unit 101, etc. When the front portion of the vehicle 1 is not tilted (the pitch angle is 0 degrees), the image is projected (displayed) at a reference position with respect to the windshield 2. When the pitch angle is detected from the angular velocity information (the pitch angle is not 0 degrees), the display control unit 210 determines how much the display position of the image has deviated (moved (shifted)) from the reference position due to the pitch angle, and sets an adjustment amount (correction amount) for adjusting the rendering position of the image on the display unit 101 in accordance with the angular velocity. The adjustment amount (correction amount) of the display unit 101, which is set in accordance with the angular velocity, is recorded in advance in the memory 220 as table data, etc. The display control unit 210 determines the adjustment amount (correction amount) corresponding to the acquired angular velocity information based on the table data, thereby setting the angular velocity correction amount.

[0041] The display control unit 210 outputs information about the set angular velocity correction amount (angular velocity correction information) as correction information to the HUD control unit 105. The HUD control unit 105 corrects the display position of the image projected onto the windshield 2 by adjusting the drawing position of the image on the display 101 based on the correction information (angular velocity correction information) acquired from the display control unit 210.

[0042] Referring to FIG. 3 , the process by which the display control unit 210 corrects the display position of an image will be specifically described. First, consider a case in which the driver 9 applies the brakes at time TA1 while the vehicle 1 is traveling at a constant vehicle speed (see the change in "vehicle speed" in FIG. 3 ). By depressing the brake pedal (the brake pedal depression is detected by brake depression information acquired by the operation detection unit 315), the vehicle speed begins to decelerate (see the change in "vehicle speed" in FIG. 3 ). As the vehicle speed decreases, the front portion of the vehicle 1 sinks (the vehicle 1 assumes a forward-leaning posture), causing the pitch angle of the vehicle 1 shown in FIG. 3 to change to a negative angle (the angle at which the front portion of the vehicle 1 tilts downward). As the vehicle 1 tilts in this manner, the display control unit 210 sets an angular velocity correction amount for adjusting the rendering position of the image on the display 101 based on the angular velocity information acquired from the operation detection unit 315, and causes the HUD control unit 105 to correct the display position of the image.

[0043] Here, the image display position correction is performed based on angular velocity information acquired from the operation detection unit 315. Therefore, when the deceleration state of the vehicle speed becomes constant due to depression of the brake pedal (the inclination of the vehicle speed becomes constant, and the forward tilt posture of the vehicle 1 becomes constant), the angular velocity value, which had been increasing steadily to the right, begins to decrease at time TA2 shown in FIG. 3 and becomes 0 (converges to 0) at time TA3. When the angular velocity value changes in this way, the angular velocity correction amount (see the time change of "correction amount" in FIG. 3) set by the display control unit 210 also increases steadily to the right from time TA1 to time TA2, but after reaching a maximum correction amount CA at time TA2, begins to decrease and becomes 0 (converges to 0) at time TA3. Therefore, the display position of the image, which has been corrected in accordance with the inclination of the vehicle 1, returns (moves) to the reference position as the correction amount becomes 0 (zero). As a result, as shown in the time change of "amount of deviation of image from actual scene (correction result)" in Fig. 3, the deviation between the actual scene and the image remains after time TA3, and the deviation between the image and actual scene is maintained until around time TA5 to TA6 (i.e., the amount of deviation DA of the image from the actual scene shown in Fig. 3 is maintained). In this way, the state in which the deviation (amount of deviation DA) between the image and actual scene continues gives the driver 9 a visual sense of discomfort.

[0044] Next, a description will be given of the process in which the display control unit 210 uses not only the angular velocity information but also the brake depression information to correct the display position of the image projected onto the windshield 2. Fig. 4 is a diagram showing the change in vehicle speed, the change in brake depression amount, the change in pitch angle, the change in the correction amount over time, and the change in the amount of deviation of the image from the actual scene (correction result) over time when the display control unit 210 performs the process of correcting the display position of the image based on the correction amount based on the angular velocity and the brake depression information.

[0045] 4 , as in the case described with reference to FIG. 3 , consider the case where the driver 9 depresses the brake pedal at time TB1 while the vehicle 1 is traveling at a constant vehicle speed. Depressing the brake pedal causes the vehicle 1 to begin to decelerate (see the changing state of "vehicle speed" in FIG. 4 ). As the vehicle speed decreases, the front portion of the vehicle 1 sinks downward, causing the pitch angle of the vehicle 1 shown in FIG. 4 to change to a negative angle (the angle at which the front portion of the vehicle 1 tilts downward). As the vehicle 1 tilts in this manner, the display control unit 210 sets an angular velocity correction amount for adjusting the rendering position of the image on the display 101 based on the angular velocity information acquired from the operation detection unit 315, and causes the HUD control unit 105 to correct the display position of the image.

[0046] The display control unit 210 then acquires brake depression information from the operation detection unit 315 via the I / O interface unit 230 and determines whether the brake depression amount has reached a predetermined depression amount WB. When the brake depression amount reaches the predetermined depression amount WB (see time TB2 in "Brake Depression Amount" in FIG. 4 , which corresponds to time T1), the display control unit 210 records the value CB of the correction amount (correction amount based on angular velocity) at time TB2 in the memory 220. Thereafter, while the brake depression amount is greater than WB (brake depression amount > WB, see the change in "Brake Depression Amount" in FIG. 4 ), the display control unit 210 sets the correction amount value CB at time TB2 recorded in the memory 220 as the correction amount to be output to the HUD control unit 105 (second correction amount, corresponding to the first correction amount at time T1) (see the value CB after time TB2 in the change in "Correction Amount" over time in FIG. 4 ), thereby correcting the display position of the image.

[0047] Here, the time from time TB1 when depression of the brake pedal begins to time TB2 when the brake depression amount reaches WB is set to be shorter than the time from time TB1 to the time immediately before the correction amount based on the angular velocity starts to decrease after increasing steadily to the right (corresponding to time TB3 in FIG. 4). By determining and setting the correction amount value CB in this manner, it is possible to limit (suppress) the correction amount value CB to a lower value than the correction amount value CA in the conventional correction process shown in FIG. 3 (processing in which the correction amount is determined based only on the angular velocity).

[0048] Therefore, while the brake pedal depression amount is greater than WB (brake pedal depression amount > WB, i.e., while the brake pedal is being depressed), the display position of the image is maintained in a state in which it is slightly corrected relative to the reference position (see the deviation amount DB in "Image deviation amount relative to actual scene (correction result)" in FIG. 4). However, this deviation amount is smaller than the image correction state (deviation amount DA in "Image deviation amount relative to actual scene (correction result)" in FIG. 3) in the conventional correction process (process in which the correction amount is determined based only on the angular velocity). Therefore, the deviation amount correction process can be suppressed, and the deviation of the display position of the image relative to the reference position can be maintained at a small amount. This prevents the image from being corrected so that it moves significantly unintentionally relative to the actual scene, thereby suppressing the driver 9 from feeling uncomfortable visually.

[0049] Thereafter, the display control unit 210 determines whether the brake depression amount has decreased (returned) to WB (whether the predetermined stopping operation has ended). If the brake depression amount has returned to WB, the display control unit 210 gradually reduces the correction amount from the correction amount value CB (second correction amount) recorded in the memory 220 over a predetermined time, for example, 5 seconds, based on a time TB6 at which the brake depression amount returned to WB (see the changing state of the "brake depression amount" in FIG. 4 . Time TB6 corresponds to the timing at which it is determined that the "predetermined stopping operation of the moving object has ended") (the "correction amount" in FIG. 4 is reduced from the correction amount CB at time TB6 to a correction amount of 0 at time TB7 over a predetermined time (5 seconds)), and outputs the gradually reduced correction amount to the HUD control unit 105. By gradually reducing the value of the correction amount and finally setting the correction amount to 0, the display position of the image corrected by the HUD control unit 105 is gradually (stepwise) moved to the reference position. In this way, the image moves little by little (in stages) to the reference position as the amount of brake depression decreases, so it is possible to reduce the visual discomfort felt by the driver 9.

[0050] Next, the process by which the display control unit 210 corrects the display position of the image projected on the windshield 2 by using not only angular velocity information and brake depression information but also information regarding the pitch angle will be described. Figure 5 is a diagram showing changes in vehicle speed, brake depression amount, pitch angle, time-dependent changes in the correction amount, and time-dependent changes in the amount of deviation of the image from the actual scene (correction result) when the display control unit 210 performs processing to correct the display position of the image based on the correction amount based on the angular velocity, brake depression information, and information regarding the pitch angle. As already described, the display control unit 210 can detect the pitch angle based on the angular velocity information acquired from the attitude detection unit 316.

[0051] In the process shown in FIG. 5 , consider a case where the driver 9 depresses the accelerator pedal to start accelerating the vehicle 1 while the vehicle 1 is traveling at a constant vehicle speed, causing the front of the vehicle 1 to begin tilting upward, and then depresses the brake pedal. With the vehicle 1 traveling at a constant vehicle speed, the driver 9 depresses the accelerator pedal at time TC1 to accelerate the vehicle 1. As the vehicle 1 accelerates, the front of the vehicle 1 tilts upward, and the pitch angle increases in the positive direction. Furthermore, as the vehicle 1 accelerates, the angular velocity of the angular velocity information acquired from the attitude detection unit 316 increases. The correction amount set based on this angular velocity information is set so as to cancel out the increase in the pitch angle, as shown by the time variation of the "correction amount" in FIG. 5 . Therefore, the display position of the image is corrected so as not to cause any deviation of the image from the actual scene (see the deviation amount shown by the time variation of the "image deviation amount from the actual scene (correction result)" in FIG. 5 ).

[0052] Thereafter, when the driver 9 depresses the brake pedal at time TC2, the vehicle speed starts to decelerate (acceleration starts to decrease), and the pitch angle starts to decrease from time TC2 onward. Furthermore, as the vehicle speed starts to decelerate (acceleration starts to decrease), the angular velocity of the angular velocity information decreases, and therefore the correction amount set based on this angular velocity information is set so as to cancel out the decrease in the pitch angle (i.e., in the direction of returning the image to the reference position).

[0053] In the process shown in FIG. 4, the display control unit 210 determines whether the brake depression amount has reached a predetermined depression amount WB based on the brake depression information, and if it has reached the depression amount WB, it records the correction amount CB (correction amount CC in FIG. 5) at that time TB2 (TC3 in FIG. 5) in the memory 220, and thereafter continues to set the correction amount to CB (CC) as long as the depression amount is a value greater than WB.

[0054] However, when the brake pedal is depressed to decelerate the vehicle 1 while the vehicle 1 is accelerating, the front portion of the vehicle 1 is still tilted upward and the pitch angle is a positive value (the pitch angle PC at time TC3 shown in FIG. 5 is a positive value) at the time when the brake depression amount reaches WB (time TC3 in FIG. 5 ). In this respect, the state of the vehicle 1 shown in FIG. 5 is clearly different from the state of the vehicle 1 shown in FIG. 4 , in which the front portion of the vehicle 1 is tilted downward and the pitch angle is a negative value at the time when the brake depression amount reaches WB (time TB2 in FIG. 4 ). Even when the brake depression amount reaches WB, if the pitch angle is a positive value (i.e., if the front portion of the vehicle 1 is in a state where it is tilted upward despite depression of the brake pedal, and the pitch angle PC at time TC3 is positive), the display control unit 210 does not store the correction amount CC at time TC3 in the memory 220 and does not set this correction amount CC in the correction information. Instead, the display control unit 210 calculates the correction amount based on the angular velocity information and sets the correction information in the same manner as in the conventional process (the process shown in FIG. 3 ).

[0055] When the correction amount is calculated based on the angular velocity information and the correction information is set using this correction amount, the display position of the image is corrected according to the deceleration state of the acceleration of the vehicle 1. Then, at the timing when the pitch angle becomes 0 degrees (time TC4 in FIG. 5, which corresponds to time T2), or at a timing slightly shifted from that timing, the correction amount based on the angular velocity becomes 0 (the correction amount is 0 at time TC4 shown in FIG. 5). When the correction amount becomes 0, the correction process for the position display of the image is no longer performed, and the image remains displayed in the reference position.

[0056] The display control unit 210 determines the time when the pitch angle becomes 0 degrees (time TC4 in FIG. 5, which corresponds to time T2) or the time when the correction amount becomes 0 (converges to 0) (time TC4: time T2 in FIG. 5), and from this time (TC4) onwards, while the brake depression amount remains higher than WB, regardless of whether the angular velocity based on the angular velocity information fluctuates (whether the angular velocity value is non-zero or 0), sets the correction amount to 0 (a correction amount that does not correct the display position of the image).The display control unit 210 then sets correction information based on the correction amount that was set to 0 and outputs the set correction information to the HUD control unit 105, causing the HUD control unit 105 to maintain the display position of the image at the reference position.

[0057] In this manner, even if the brake pedal depression amount WB has reached a state in which the vehicle speed is decelerating due to depression of the brake pedal, if the pitch angle detected based on the angular velocity information is a positive value (i.e., the front portion of the vehicle 1 is tilted upward despite the vehicle 1 being decelerated), the display control unit 210 does not record the correction amount CC for the time TC3 at which the brake pedal depression amount WB was reached in the memory 220, but instead, as in the conventional case, calculates a correction amount for correcting the display position of the image based on the angular velocity of the angular velocity information acquired from the attitude detection unit 316 and sets the correction information. By setting the correction information in this manner and outputting it to the HUD control unit 105, the display position of the image continues to be displayed at the reference position. Therefore, the amount of deviation of the image from the actual scene can be reduced compared to when the correction amount CB (correction amount CC in the case of FIG. 5 ) when the brake pedal depression amount WB has reached is continuously set as the correction information, as shown in FIG. 4 .

[0058] In the "Image Deviation Amount (Correction Result)" in FIG. 5, the deviation amount DC indicated by the solid line represents the deviation amount when the correction amount from time TC4 onward is set and maintained at 0 as shown in FIG. 5, and the deviation amount DB in FIG. 5 represents the deviation amount when the correction amount CC obtained when the brake pedal depression amount reaches WB continues to be set as the correction information (when the processing described in FIG. 4 is performed). By setting the correction amount from time TC4 onward to 0 in this manner and continuing to display the image at the reference position, it is possible to reduce the deviation of the image display position from the actual scene. This makes it possible to reduce the visual discomfort felt by the driver 9.

[0059] Thereafter, the display control unit 210 determines whether the brake depression amount has decreased (returned) to WB. If the brake depression amount has returned to WB, the display control unit 210 sets the correction information by gradually reducing the value of the correction amount to 0 over a predetermined time, for example, 5 seconds, based on the time TC8 at which the brake depression amount returned to WB (see the change in the "brake depression amount" in FIG. 5). However, as described above, in the process shown in FIG. 5, the display control unit 210 sets the correction amount to 0 from time TC4 onward. Therefore, the display control unit 210 continues to set and maintain the value of the correction amount as 0 for a predetermined time (for example, until time TC9, 5 seconds after the time TC8 at which the brake depression amount returned to WB). Thereafter, the display control unit 210, as in the conventional process, calculates a correction amount based on the angular velocity of the angular velocity information and sets the calculated correction amount based on the angular velocity to the correction information (these processes are not shown in FIG. 5), thereby outputting the correction information to the HUD control unit 105.

[0060] In the time variation of the "correction amount" in Fig. 5, the dashed line indicated by the correction amount CC shows the change in the correction amount when the correction amount CC at time TC3 continues to be set as the correction information, as described in Fig. 4. In the processing method described in Fig. 4, the correction amount is set to CC at time TC8 when the depression amount returns to WB, so the correction amount needs to be gradually reduced to 0 over a predetermined time period (for example, until time TC9, after 5 seconds have elapsed). However, in the processing described in Fig. 5, as shown by the solid line in the time variation of the "correction amount" in Fig. 5, the correction amount is set to 0 from time TC4 to time TC8, so the correction amount continues to be maintained at 0 from time TC8 to time TC9.

[0061] By maintaining the value of the correction amount at 0 in this manner, the display position of the image is maintained at the reference position regardless of the pitch angle of the vehicle 1 and the deceleration state of the vehicle 1. Furthermore, when the deceleration state (acceleration) of the vehicle speed becomes constant and the pitch angle of the vehicle 1 converges to 0 degrees (see time TC7 shown in FIG. 5 ), the display position of the image matches the actual scene, making it possible to correct the deviation of the display position of the image relative to the actual scene more quickly than in the past. In this way, since the deviation of the display position of the image relative to the actual scene can be corrected more quickly, it is possible to reduce the visual discomfort felt by the driver 9.

[0062] 5, the timing at which the pitch angle reaches 0 degrees and the correction amount value reaches 0 are the same, but the timing at which the pitch angle reaches 0 degrees and the correction amount value reach 0 do not necessarily coincide. There may be cases where the timing at which the pitch angle reaches 0 degrees and the correction amount value reach 0 are different timings.

[0063] As already explained, the pitch angle is calculated based on information about the angular velocity (angular velocity information) acquired from the attitude detection unit 316, and the correction amount is set based on the angular velocity value of the angular velocity information. Therefore, both can be calculated based on the angular velocity. Therefore, the timing for calculating the pitch angle and the timing for calculating the correction amount and setting the correction information are considered to be almost the same. However, differences in the above-mentioned timing may occur due to differences in the processing procedures of the internal processing of the display control unit 210, the occurrence of processing load, etc. In such cases, the timing when the pitch angle becomes 0 degrees and the timing when the value of the correction amount becomes 0 may be different.

[0064] However, since the difference is considered to be slight, whether the process of setting the subsequent correction amount to 0 is performed at the timing when the pitch angle becomes 0 degrees or the process of setting the subsequent correction amount to 0 at the timing when the correction amount based on the angular velocity becomes 0, the same process can be performed at substantially the same timing, and in either case, the visual discomfort felt by the driver 9 can be reduced.

[0065] Next, the processing performed by the display control unit 210 to correct the image display position in a situation different from the situations described in Figures 4 and 5 will be described. For example, consider a case where the vehicle speed of the vehicle 1 is constant, and the driver 9 performs an operation such as releasing the accelerator pedal, causing the vehicle speed to begin to decelerate, and then depresses the brake pedal. Figure 6 is a diagram showing the changes in vehicle speed, brake depression amount, pitch angle, correction amount over time, and image deviation (correction result) from the actual scene when the display control unit 210 performs processing to correct the image display position in a situation where the brake pedal is depressed on the vehicle 1 in this decelerating state.

[0066] As shown in Figure 6, when vehicle 1 is traveling at a constant vehicle speed, the accelerator pedal is released at time TD1 to start deceleration (negative acceleration), and the front of vehicle 1 begins to tilt downward (a state in which the pitch angle increases toward the negative side). When driver 9 then depresses the brake pedal at time TC2, the front of vehicle 1 further tilts downward, and the pitch angle of vehicle 1 further increases toward the negative side. In addition to the deceleration of vehicle speed at time TD1 (increase in acceleration toward the negative side), the depressing of the brake pedal at time TD2 also decelerates vehicle speed (increase in acceleration toward the negative side), causing the angular velocity of the angular velocity information acquired from attitude detection unit 316 to fluctuate from time TD1 to time TD2. As a result, the value of the correction amount increases with the fluctuation in angular velocity.

[0067] Thereafter, the display control unit 210 determines whether the brake depression amount has reached a predetermined depression amount WB based on the brake depression information. If the depression amount WB has been reached (this time is defined as time TD3), the display control unit 210 determines whether the pitch angle is a negative value. If the pitch angle is a negative value, it can be determined that the vehicle speed is decelerating and the front portion of the vehicle 1 is tilting downward while the brakes are being applied by depressing the brake pedal. Therefore, it can be determined that this is the same as the state described in FIG. 4 (a state in which the front portion of the vehicle 1 is tilting downward while the vehicle is decelerating and the brakes are being applied by depressing the brake pedal). On the other hand, if the pitch angle is a positive value, it can be determined that the vehicle speed is decelerating and the front portion of the vehicle 1 is tilting upward while the brakes are being applied by depressing the brake pedal. Therefore, it can be determined that this is the same as the state described in FIG. 5 (a state in which the front portion of the vehicle 1 is tilting upward while the vehicle is decelerating and the brakes are being applied).

[0068] In the case shown in Figure 6, the pitch angle is a negative value PD, and it can be determined that this is the same as the state described in Figure 4, so the display control unit 210 records in the memory 220 the correction amount CD at time TD3 when the brake depression amount reached WB, and thereafter, maintains the correction amount at CD until the brake depression amount becomes equal to or less than WB, sets the correction information, and outputs it to the HUD control unit 105. In this way, while the brake depression amount is a value greater than WB, the correction amount CD continues to be set as correction information and output to the HUD control unit 105, so that the image is displayed while maintaining the amount of deviation corresponding to the correction amount CD with respect to the actual scene (the deviation amount DD shown as the time change in "Image Deviation Amount from Actual Scene (Correction Result)" in Figure 6).

[0069] Even if the angular velocity subsequently fluctuates and the correction amount calculated based on the angular velocity fluctuates to a value other than 0, by continuing to output correction information consisting of the correction amount CD to the HUD control unit 105, a state in which the display position of the image is slightly corrected relative to the reference position (a deviation amount DD shown as a time change in the "image deviation amount from the actual scene (correction result)" in FIG. 6 ) is maintained. As described with reference to FIG. 3 , this deviation amount is smaller than the corrected state of the image in the conventional correction process (a process in which the correction amount is determined based only on the angular velocity) (a deviation amount DA shown as a time change in the "image deviation amount from the actual scene (correction result)" in FIG. 3 ), and it is possible to maintain a state in which the correction amount for the deviation is suppressed. This makes it possible to prevent the image from being corrected so that it moves significantly unintentionally relative to the actual scene, thereby suppressing the driver 9 from feeling uncomfortable visually.

[0070] The display control unit 210 then determines whether the brake depression amount has decreased (returned) to WB. If the brake depression amount has returned to WB, the display control unit 210 gradually reduces the correction amount from the correction amount value CD stored in the memory 220 over a predetermined time, e.g., 5 seconds, based on the time TD7 at which the brake depression amount reached WB (see the change in the "brake depression amount" in FIG. 6 ). (The "correction amount" in FIG. 6 is reduced from the correction amount CD at time TD7 to the correction amount of 0 over the predetermined time (5 seconds) (from time TD7 to time TD8).) The display control unit 210 outputs the gradually reduced correction amount to the HUD control unit 105. By gradually reducing the correction amount and finally setting the correction amount to 0, the display position of the image corrected by the HUD control unit 105 is gradually (stepwise) moved to the reference position. In this way, gradually (stepwise) moving the image to the reference position in accordance with the decrease in the brake depression amount reduces the visual discomfort experienced by the driver 9.

[0071] As described above, in the display control unit 210 of the present disclosure, when the vehicle state changes due to depression of the brake pedal and the front part of the vehicle 1 tilts downward, the amount of correction of the image relative to the actual scene can be kept constant (suppressed) by limiting the amount of correction at the timing when the amount of brake depression reaches a predetermined amount. By limiting the amount of correction in this way and keeping the amount of correction of the image relative to the actual scene constant, it is possible to reduce the visual discomfort that the driver 9 feels with respect to the display position of the image.

[0072] Furthermore, by maintaining the limited correction amount until the brake depression amount returns to the predetermined depression amount, it is possible to prevent the image display position from fluctuating significantly, thereby reducing the visual discomfort. Furthermore, by performing a process to gradually reduce the correction amount to zero over a predetermined time from the timing when the brake depression amount returns to the predetermined depression amount, it is possible to gradually move the image display position to the reference position, thereby reducing the visual discomfort felt by the driver 9.

[0073] The above provides a detailed explanation of the mobile body display system of the present disclosure, using the vehicle display system 10 as an example, but the specific configuration, processing contents, etc. of the mobile body display system are not limited to those shown in the embodiments.

[0074] For example, in the embodiment, the correction amount is limited on the condition that the brake pedal depression amount (brake depression amount) reaches a predetermined value WB, but the condition for limiting the correction amount is not limited to when the brake pedal depression amount (brake depression amount) reaches a predetermined value. This condition may be any condition that leads to an operation to reduce the acceleration of the vehicle 1 or an operation to stop the vehicle 1.

[0075] For example, the conditions may include (A1) when a brake depression amount is detected, (A2) when the brake depression amount exceeds a predetermined value (threshold), (A3) when the rate of increase in the brake depression amount is faster than a predetermined value (threshold), (A4) when regenerative braking strength information is detected from the vehicle ECU, (A5) when the regenerative braking strength information exceeds a predetermined value (threshold), (A6) when the rate of increase in the regenerative braking strength information is faster than a predetermined value (threshold), (A7) when automatic braking strength information is detected from the vehicle ECU, (A8) when the automatic braking strength information exceeds a predetermined value (threshold), or (A9) when the rate of increase in the automatic braking strength information is faster than a predetermined value (threshold). Furthermore, some of the above conditions (A1) to (A9) may be combined, and processing to limit the correction amount may be performed when the combined predetermined conditions are met.

[0076] Furthermore, in the embodiment, a case has been described in which the correction amount is gradually reduced to zero over a predetermined time from the time when the brake depression amount returns to a predetermined depression amount, but the condition for reducing the correction amount is not limited to when the brake depression amount returns to the predetermined depression amount.

[0077] For example, the conditions may include (B1) when the brake application amount is smaller than a predetermined value (threshold), (B2) when the rate of increase in the brake application amount is slower than a predetermined value (threshold), (B3) when the brake application amount starts to decrease, (B4) when the regenerative braking intensity information acquired from the vehicle ECU is smaller than a predetermined value (threshold), (B5) when the rate of increase in the regenerative braking intensity information is slower than a predetermined value (threshold), (B6) when the regenerative braking intensity information starts to decrease, (B7) when the automatic braking intensity information acquired from the vehicle ECU is smaller than a predetermined value (threshold), (B8) when the rate of increase in the automatic braking intensity information is slower than a predetermined value (threshold), or (B9) when the automatic braking intensity information starts to decrease. Furthermore, some of the above conditions (B1) to (B9) may be combined, and when the combined predetermined conditions are met, the correction amount may be gradually reduced to zero.

[0078] Furthermore, in the embodiment, as an example of limiting the correction amount when the depression amount of the brake pedal reaches a predetermined value WB, a case has been described in which the set correction amount is maintained or fixed at the value of the correction amount (correction amount based on the angular velocity) at the time when the depression amount reaches the predetermined value WB. However, the method of limiting the correction amount is not limited to the method of maintaining or fixing the correction amount. Since it is sufficient to prevent a situation in which the display position of the image is corrected based on the angular velocity and suddenly returns to the reference position, it is sufficient to limit the correction amount to a value lower than the correction amount when the angular velocity is at its maximum value.

[0079] Furthermore, in the embodiment, a case has been described in which the process of gradually reducing the correction amount to zero over a predetermined time period from the time when the brake depression amount returns to a predetermined depression amount has been described, and 5 seconds has been used as an example of this predetermined time period. However, this predetermined time period is not limited to 5 seconds and may be longer or shorter than 5 seconds. The specific time period is not limited as long as it can be set to a time period that does not cause the driver 9 to feel uncomfortable when watching the image move to the reference position over this predetermined time period.

[0080] REFERENCE SIGNS LIST 1 ... Vehicle (mobile body) 2 ... Windshield (display unit) 3 ... Instrument panel 9 ... Driver 10 ... Vehicle display system (display system for mobile body) 100 ... HUD device (display position adjustment means) 101 ... (HUD device) display (display position adjustment means) 102 ... (HUD device) plane mirror 103 ... (HUD device) concave mirror 105 ... (HUD device) HUD control unit (display position adjustment means) 106 ... (HUD device) housing 200 ... Display control device 210 ... (display control device) display control unit (control means) 220 ... (display control device) memory 230 ... (display control device) I / O interface unit (angular velocity information acquisition means, stop information acquisition means) 311 ... Vehicle ECU 312 ... External camera unit 313 ... Vehicle position detection unit 314 ... External communication unit 315 ... Operation detection unit 316 ... Attitude detection unit (attitude detection means) 317 ... Vehicle exterior sensor unit 318 ... Brightness detection unit 319 ... Information communication terminal CA, CB, CC, CD ... Correction amount DA, DB, DC, DD ... Image deviation amount relative to actual scene PC, PD ... Pitch angle WB ... Brake depression amount

Claims

1. A moving body display system that displays an image on a display unit installed in the moving direction of a moving body so as to be superimposed on an actual scene in the moving direction, comprising: angular velocity information acquisition means for acquiring angular velocity information consisting of information indicating the angular velocity of the moving body from an attitude detection means installed on the moving body; stop information acquisition means for acquiring stopping operation information related to a stopping operation of the moving body; control means for determining a first correction amount for correcting a display position of an image to be displayed on the display unit based on the angular velocity of the angular velocity information acquired by the angular velocity information acquisition means, and setting the first correction amount as the correction information; and display position adjustment means for adjusting the display position of the image to be displayed on the display unit based on the correction information set by the control means, wherein when the control means determines that a predetermined stopping operation has been performed on the moving body based on the stopping operation information acquired by the stopping information acquisition means, the control means sets a second correction amount, which is a correction amount for the display position of the image that is smaller than the first correction amount determined based on the angular velocity, as the correction information, and outputs the second correction amount to the display position adjustment means, the display position adjustment means adjusts a display position of the image displayed on the display unit based on the second correction amount set as the correction information by the control means.

2. The display system for a moving body as described in claim 1, characterized in that the second correction amount is the first correction amount at time T1 calculated by the control means based on the angular velocity at time T1 when it is determined that the specified stopping operation has been performed, and the control means sets the first correction amount at time T1 as the correction information even after time T1 when it is determined that the specified stopping operation has been performed in the moving body.

3. The display system for a moving body as described in claim 1, characterized in that the stopping operation information is information indicating an amount of regenerative braking operation in the moving body, and the case where it is determined that the specified stopping operation has been performed in the moving body is when the amount of regenerative braking operation reaches a specified value.

4. The display system for a moving body as described in claim 1, characterized in that the stopping operation information is information indicating the amount of depression of the brake pedal of the moving body, and the case where it is determined that the specified stopping operation has been performed in the moving body is when the amount of depression of the brake pedal reaches a specified value.

5. The display system for a moving body as described in claim 1, characterized in that when the control means determines based on the stopping operation information that the specified stopping operation of the moving body has been completed, it sets the correction information based on a correction amount obtained by gradually reducing the second correction amount and outputs the correction information to the display position adjustment means, and the display position adjustment means adjusts the display position of the image displayed on the display unit based on the gradually reduced correction amount.

6. The display system for a moving body as described in claim 1, characterized in that the control means determines, based on the angular velocity of the angular velocity information, tilt information indicating how much the front part of the moving body is tilted with respect to the horizontal direction of the road surface; and when it is determined that the moving body has performed the specified stopping operation and it is determined based on the tilt information that the front part of the moving body is tilted upward, sets the first correction amount determined based on the angular velocity as the correction information and outputs it to the display position adjustment means; and when it is determined that the moving body has performed the specified stopping operation and it is determined based on the tilt information that the moving body is in a horizontal state with respect to the road surface, sets a correction amount by which the display position of the image is not corrected after time T2 when it is determined that the moving body is in the horizontal state as the correction information and outputs it to the display position adjustment means.

Images