Display control device, display control method, and program

Abstract

The present invention relates to a display control apparatus, a display control method, and a program. Specifically, the present disclosure relates to a display control apparatus, a display control method, and a non-transitory storage medium. The display control apparatus controls at least one in-vehicle display and includes a processor that reduces visibility of the at least one display in response to a user input from a user of a vehicle. The at least one display includes an instrument display.

Description

Technical Field

[0001] This disclosure relates to a display control device, a display control method, and a program. Background Technology

[0002] Japanese Unexamined Patent Application Publication No. 2023-031630 (JP 2023-031630 A) discloses a vehicle's air conditioning system (air conditioner) that is controlled to be in a suitable state for napping when a napping state is detected, so that the vehicle's user can sleep comfortably in the car. Summary of the Invention

[0003] However, comfortable sleep in a vehicle is affected not only by the air conditioning but also by the lighting. For example, the lighting of in-vehicle displays can interfere with occupants' sleep. In particular, it is necessary to adjust the lighting of instrument displays, which are expected to always be active.

[0004] This disclosure provides a display control device, display control method, and program that enable the lighting status of an in-vehicle display, including an instrument panel display, to be adjusted based on the expectations of the vehicle user.

[0005] A display control device for controlling at least one in-vehicle display according to a first aspect of this disclosure includes a processor configured to reduce the visibility of at least one display in response to user input from a user of the vehicle. The at least one display includes an instrument cluster display.

[0006] In the display control device according to the first aspect, the processor can be configured to reduce the brightness of the instrument display.

[0007] In the display control device according to the first aspect, the processor can be configured to generate a black image on the instrument display and turn off the lights on the instrument display.

[0008] In the display control device according to the first aspect, the instrument display may include multiple layers, and the processor may be configured to display a black image on some of the multiple layers.

[0009] In the display control device according to the first aspect, some layers can be configured not to display alarm lights.

[0010] In the display control device according to the first aspect, at least one display may include a multimedia display. User input may include a first user input for instructing the lights of a first display group to be turned off and a second user input for instructing the lights of a second display group to be turned off, the first display group including an instrument display and excluding the multimedia display, and the second display group including both the instrument display and the multimedia display. The processor may be configured to reduce the visibility of the first display group in response to the first user input and to reduce the visibility of the second display group in response to the second user input.

[0011] In the display control device according to the first aspect, the processor can be configured to increase the visibility of the first display group due to user operation of the multimedia display when the visibility of the first display group has been reduced.

[0012] In the display control device according to the first aspect, the processor can be configured to increase the visibility of the second display group due to user operation of the multimedia display when the visibility of the second display group has been reduced.

[0013] In the display control device according to the first aspect, the processor can be configured to set the vehicle's mode to a state-holding mode. The state-holding mode is a mode that maintains the vehicle's state based on instructions from a user, wherein the vehicle state supplies power to the vehicle's air conditioning and at least one display but not to the vehicle's drive system. The processor can be configured to allow the visibility of at least one display to be reduced in response to setting the vehicle's mode to the state-holding mode.

[0014] In a second aspect of this disclosure, a computer-executed display control method for controlling at least one in-vehicle display includes reducing the visibility of at least one display in response to user input from a user of the vehicle. The at least one display includes an instrument cluster display.

[0015] The program for controlling at least one in-vehicle display according to a third aspect of this disclosure causes a computer to perform a variety of functions. These functions include reducing the visibility of at least one in-vehicle display in response to user input from a user of the vehicle. The at least one display includes an instrument cluster display.

[0016] Using this disclosure, the lighting status of in-vehicle displays, including instrument displays, can be adjusted based on the expectations of the vehicle's users. Attached Figure Description

[0017] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, wherein like symbols denote like elements, and wherein: Figure 1It is a schematic configuration diagram of a connection system for a vehicle equipped with a display control device according to this embodiment; Figure 2 This is a schematic configuration diagram of a display control system including a display control device according to an embodiment of the present invention; Figure 3 It is a schematic diagram showing the interior trim of the vehicle in front of the driver's seat and the front passenger seat; Figure 4 It is a diagram schematically illustrating the flow of electricity between the electrical components of a vehicle; Figure 5 It is a diagram showing the transitions in the power state within the vehicle; Figure 6 This is a functional block diagram of the ECU's processor; Figure 7 An exemplary confirmation screen is shown for confirming whether the state preservation mode has ended; Figure 8 An exemplary confirmation screen is shown for confirming whether a power state transition should be performed; Figure 9 This is a flowchart illustrating the control routine of the visibility adjustment process in the first embodiment of the present invention; Figure 10 This is a diagram illustrating an exemplary execution screen of the state-preservation mode in the first embodiment; Figure 11 This is a flowchart illustrating the control routine of the visibility adjustment process in the second embodiment of the present invention; Figure 12 This is a diagram illustrating an exemplary execution screen of the state-preserving mode in the second embodiment; and Figure 13 This is a schematic diagram illustrating the display screen of an instrument display that includes multiple layers. Detailed Implementation

[0018] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. In the following description, similar constituent elements are indicated by the same reference numerals.

[0019] First Implementation Plan

[0020] Figure 1 This is a schematic configuration diagram of a connection system 1000 including a vehicle 1 equipped with a display control device according to this embodiment. The connection system 1000 includes a vehicle 1, a portable terminal 200, and a server 300. The vehicle 1 and the portable terminal 200 each communicate with the server 300 via both a wireless base station 400 and a communication network 500. In this embodiment, the vehicle 1 is a four-wheeled vehicle.

[0021] Portable terminal 200 is owned by a user of vehicle 1 and includes at least one of a smartphone, tablet, smartwatch, and smart glasses. Portable terminal 200 includes a processor that performs various processes, input devices (touch panel, operation buttons, microphone, etc.), output devices (display, speaker, etc.), and a communication module. The communication module of portable terminal 200 accesses wireless base station 400, thereby connecting portable terminal 200 to communication network 500 via wireless base station 400. Communication between portable terminal 200 and wireless base station 400 is performed based on known wireless communication standards (e.g., 3G, LTE, 4G, 5G, or 6G).

[0022] Server 300 is located outside vehicle 1 and includes a communication interface, storage device, memory, processor, etc. Server 300 may consist of multiple computers. Server 300 may be operated, for example, by the manufacturer of vehicle 1 and is also referred to as a center.

[0023] Figure 2 This is a schematic configuration diagram of a display control system 100 including a display control device according to an embodiment of the present invention. The display control system 100 is equipped in a vehicle 1.

[0024] like Figure 2 As shown, the display control system 100 includes a wide-area communication module 2, a short-range communication module 3, a brake operation detection sensor 4, a start switch 5, a human-machine interface (HMI) 6, an air conditioning system 7, a power control unit (PCU) 8, a battery management system (BMS) 9, and an electronic control unit (ECU) 30. The wide-area communication module 2, short-range communication module 3, brake operation detection sensor 4, start switch 5, HMI 6, air conditioning 7, PCU 8, and BMS 9 are electrically connected to the ECU 30, for example, via an in-vehicle network conforming to standards such as Controller Area Network (CAN) or Ethernet.

[0025] ECU 30 executes various controls for vehicle 1. For example... Figure 2 As shown, ECU 30 includes a communication interface 31, a memory 32, and a processor 33. The communication interface 31 and the memory 32 are connected to the processor 33 via signal lines. In one embodiment, a single ECU 30 is provided, but multiple ECUs corresponding to different functions may be provided. Furthermore, the communication interface 31, the memory 32, and the processor 33 may be configured as a single integrated circuit, or they may be configured as multiple separate circuits.

[0026] The communication interface 31 includes interface circuitry for connecting the ECU 30 to an in-vehicle network. The ECU 30 is connected to another in-vehicle device via the communication interface 31. In this embodiment, the communication interface 31 sends signals received from the wide-area communication module 2, short-range communication module 3, brake operation detection sensor 4, start switch 5, HMI 6, PCU 8, and BMS 9 to the processor 33. Furthermore, the communication interface 31 sends signals output from the processor 33 to the wide-area communication module 2, short-range communication module 3, HMI 6, air conditioning 7, PCU 8, and BMS 9.

[0027] For example, memory 32 may include volatile semiconductor memory (e.g., dynamic random access memory (DRAM) or static random access memory (SRAM)) and non-volatile semiconductor memory (e.g., read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), or flash memory). Memory 32 stores temporary data, computer programs for various processes executed by processor 33 (control programs for ECU 30), setting data about ECU 30, log data, vehicle information, etc. Memory 32 may be an exemplary storage unit. Memory 32 may be a non-transitory storage medium.

[0028] Processor 33 includes one or more central processing units (CPUs) and peripheral circuitry. Processor 33 executes computer programs stored in memory 32. Processor 33 may also include other arithmetic circuitry, such as arithmetic logic units, numerical units, or graphics processing units. The on-board components connected to ECU 30 will be described below.

[0029] Wide-area communication module 2 allows wide-area wireless communication between vehicle 1 and external devices (e.g., server 300). Wide-area communication module 2 accesses wireless base station 400, thereby connecting vehicle 1 to communication network 500 via wireless base station 400. Communication between vehicle 1 and wireless base station 400 is performed based on known wireless communication standards (e.g., 3G, LTE, 4G, 5G, or 6G). For example, wide-area communication module 2 is a data communication module (DCM).

[0030] The short-range communication module 3 allows for short-range wireless communication between vehicle 1 and the portable terminal 200 of the user of vehicle 1. The short-range communication module is compliant with technologies such as Bluetooth Low Energy (BLE). (R) A wireless module that uses the Near Field Communication (NFC) short-range communication standard. The portable terminal 200 can be used as a digital key for vehicle 1 by communicating directly with vehicle 1 via the short-range communication module 3. That is, the user of vehicle 1 can use the portable terminal 200 to control the door locks of vehicle 1.

[0031] A brake operation detection sensor 4 is located at the brake pedal 41 of vehicle 1 and detects the user's operation of the brake pedal 41. For example, the brake operation detection sensor 4 may be configured as a pressure sensor to detect the pressure applied to the brake pedal 41, an angle sensor to detect the rotation angle or displacement of the brake pedal 41, or an electrical switch to generate a switching signal based on the pressing operation of the brake pedal 41. The brake operation detection sensor 4 may be configured as a non-contact sensor, such as an optical sensor or a magnetic sensor. The output of the brake operation detection sensor 4 is sent to the ECU 30.

[0032] Figure 3 This is a schematic diagram showing the interior trim of vehicle 1 in front of the driver's seat and the front passenger seat. Figure 3 A vehicle 1 with a right-hand steering wheel is shown. (As shown) Figure 3 As shown, the start switch 5 is located on the dashboard 22 below the windshield 21. For example, the start switch 5 is located near the driver's seat so that it can be operated by the user of the vehicle 1 (e.g., the driver), and specifically, it is located near the steering wheel 23 (in... Figure 3 In the example, on the left side of the steering wheel 23. For example, the start switch 5 is a push switch. When pressed by a user of vehicle 1, the start switch 5 outputs a signal in response to the user's pressing operation. The output of the start switch 5 is output to the ECU 30.

[0033] HMI 6 is installed in the vehicle compartment and performs information exchange between vehicle 1 and its user. HMI 6 includes input devices that accept input from the user of vehicle 1 and output devices that provide notifications to the user of vehicle 1. For example, the input devices include at least one of a touch panel, operation buttons, operation switches, and a microphone. Information input by the user of vehicle 1 to the input devices of HMI 6 is sent to ECU 30. The output devices include at least one of a display device (e.g., a monitor), warning lights, a speaker, a buzzer, and a vibration unit. The output devices of HMI 6 provide notifications to the user of vehicle 1 based on information sent from ECU 30.

[0034] like Figure 3 As shown, in this embodiment, the HMI 6 includes a multimedia display (hereinafter referred to as the "MM display") 61, an instrument display 62, a left-side operation display 63, and a right-side operation display 64. The displays are located in the passenger compartment (specifically, near the driver's seat) so that they can be visually identified by the user of the vehicle 1 and display various information to the user of the vehicle 1 based on signals sent from the ECU 30.

[0035] In this embodiment, the MM display 61 is embedded in a portion of the dashboard 22 between the driver's seat and the front passenger seat, i.e., at the center console. In this case, the MM display 61 is also referred to as the central display. The MM display 61 is the largest display in the passenger compartment and displays multimedia information, map information, screens for various settings of the vehicle 1, etc. The MM display 61 is configured as a touch panel type liquid crystal display (LCD) or organic electroluminescent (EL) display that can be operated by the user of the vehicle 1. Therefore, the MM display 61 serves as both an input and output device.

[0036] The instrument display 62 is positioned so that it is easily visually identifiable by the user of the vehicle 1 while driving the vehicle 1. Specifically, the instrument display 62 is embedded as an instrument panel in the dashboard 22 in front of the steering wheel 23, i.e., in the dashboard 22 in front of the driver's seat. The instrument display 62 displays status information about the vehicle 1, specifically information necessary for driving the vehicle 1, such as vehicle speed, the state of charge (SOC) of the main battery (described later), and warning lights. The instrument display 62 functions as an output device and is configured, for example, as an organic EL display.

[0037] The left-side operation display 63 is positioned so that it can be easily operated by the user of vehicle 1 with their left hand while driving vehicle 1, and the right-side operation display 64 is positioned so that it can be easily operated by the user of vehicle 1 with their right hand while driving vehicle 1. The left-side operation display 63 and the right-side operation display 64 are positioned on either side of the instrument display 62 and are symmetrical about the line that divides the steering wheel 23 into the left and right halves.

[0038] The left-side operation display 63 is arranged adjacent to the instrument cluster display 62 on the left side of the steering wheel 23. In this embodiment, the left-side operation display 63 displays the operation screen of the multimedia device (e.g., the setting screen of the audio device). The left-side operation display 63 is configured as a touch panel type LCD or OLED display operable by the user of the vehicle 1. Therefore, the left-side operation display 63 functions as both an input and output device.

[0039] The right-side operation display 64 is arranged adjacent to the instrument cluster display 62 on the right side of the steering wheel 23. In this embodiment, the right-side operation display 64 displays an operation screen for driver assistance functions (e.g., a setting screen for adaptive cruise control (ACC)). The right-side operation display 64 is configured as a touch panel type LCD or OLED display operable by the user of the vehicle 1. Therefore, the right-side operation display 64 serves as both an input and output device.

[0040] In this embodiment, the left-side operation display 63 is connected to the left end of the instrument display 62, and the right-side operation display 64 is connected to the right end of the instrument display 62. That is, both the left-side operation display 63 and the right-side operation display 64 are integrally formed with the instrument display 62. However, the left-side operation display 63 and the right-side operation display 64 can each be separated from the instrument display 62.

[0041] The air conditioning (hereinafter referred to as "AC") 7 includes an electric compressor and provides air cooling and air heating functions. AC 7 provides air cooling by lowering the temperature of the passenger compartment through a heat exchange process using refrigerant, and provides air heating by increasing the temperature of the passenger compartment through heat pump technology.

[0042] like Figure 2 As shown, PCU8 and BMS9 are electrically connected and can communicate with each other using communication protocols such as CAN. (Refer to...) Figure 4 Describe the configuration and functions of PCU8 and BMS9.

[0043] Figure 4 This is a schematic diagram illustrating the electrical flow between the electrical components of vehicle 1. (As shown) Figure 4 As shown, vehicle 1 also includes a motor 10, a reducer 11, an axle 12, wheels 13, a main battery 14, a charging port 15, a charger 16, an auxiliary battery 17, auxiliary equipment 18, an auxiliary relay 19, and a main relay 20.

[0044] In this embodiment, vehicle 1 is a so-called battery electric vehicle (BEV), and only motor 10 serves as the drive unit for vehicle 1. Motor 10 is coupled to reducer 11, and the output of motor 10 is supplied to reducer 11. The output of motor 10 supplied to reducer 11 is transmitted to wheels 13 via axle 12, driving wheels 13. Therefore, motor 10 can output power for the movement of vehicle 1.

[0045] The main battery 14 is a rechargeable secondary battery and is composed, for example, of a lithium-ion battery, a nickel-metal hydride battery, an all-solid-state battery, or a sodium-ion battery. The main battery 14 is a high-voltage battery and outputs DC power with a high voltage (e.g., 200 V to 800 V). The main battery 14 is charged by power supplied from an external power source (such as household power or a charging dock) or by regenerative power generated when the vehicle 1 decelerates. The charging port 15 is configured to receive power from an external power source, and the charger 16 converts the power supplied from the external power source to the charging port 15 into power that can be supplied to the main battery 14. The main battery 14 is also referred to as a drive battery or a high-voltage battery.

[0046] When the motor 10 outputs power for driving, the electrical power stored in the main battery 14 is supplied to the motor 10 via the PCU8. That is, the main battery 14 serves as the drive source for the vehicle 1. In addition, the main battery 14 is connected to the AC 7, and the electric compressor of the AC 7 is actuated by the high-voltage power supplied from the main battery 14.

[0047] BMS 9 monitors and manages the main battery 14 and includes sensor modules, control circuitry, etc. The sensor modules include voltage sensors that detect the voltage of each cell in the main battery 14, current sensors that detect the charge-discharge current of the main battery 14, and temperature sensors that detect the temperature of the main battery 14. The control circuitry performs state estimation of the main battery 14, charge-discharge control, etc. For example, the control circuitry calculates the state of charge (SOC), state of health (SOH), and state of power (SOP) of the main battery 14 based on the output of the sensor modules.

[0048] The auxiliary battery 17 is a rechargeable secondary battery, and is composed of, for example, a lead-acid battery or a lithium-ion battery. The auxiliary battery 17 is a low-voltage battery and outputs DC power with a low voltage (e.g., 12V). That is, the auxiliary battery 17 outputs power with a voltage lower than that of the main battery 14. The auxiliary battery 17 is charged by power supplied from the main battery 14. The auxiliary battery 17 is also referred to as a low-voltage battery.

[0049] The auxiliary battery 17 is connected to the auxiliary equipment 18, and the auxiliary equipment 18 is actuated by low-voltage power supplied from the auxiliary battery 17. The auxiliary equipment 18 includes communication modules (such as wide area communication module 2 and short range communication module 3), sensors (such as brake operation detection sensor 4), start switch 5, HMI 6, lighting devices (headlights, taillights, etc.), power windows, etc.

[0050] An auxiliary relay 19 is disposed between the auxiliary battery 17 and the auxiliary equipment 18. That is, the auxiliary equipment 18 is connected to the auxiliary battery 17 via the auxiliary relay 19. When the auxiliary relay 19 is closed, the auxiliary battery 17 is electrically connected to the auxiliary equipment 18. Therefore, power can be supplied from the auxiliary battery 17 to the auxiliary equipment 18.

[0051] PCU8 controls the power of vehicle 1 and includes an inverter, a DC-DC converter, a boost converter, and control circuitry. The inverter is connected to the main battery 14 and the motor 10, and the main battery 14 supplies power to the motor 10 through the inverter. When power is supplied from the main battery 14 to the motor 10, the inverter converts the DC power supplied from the main battery 14 into AC power. Furthermore, the inverter controls the speed and output torque of the motor 10 by adjusting the amount and frequency of the AC power supplied to the motor 10. Simultaneously, when regenerated power is supplied from the motor 10 to the main battery 14, the inverter converts the AC power supplied from the motor 10 into DC power.

[0052] A DC-DC converter is connected to a main battery 14 and an auxiliary battery 17, with the main battery 14 supplying power to the auxiliary battery 17 via the converter. When power is supplied from the main battery 14 to the auxiliary battery 17, the DC-DC converter converts power with a high voltage (e.g., 200 V to 800 V) into power with a low voltage (e.g., 12 V). A boost converter increases the output of the main battery 14 as needed. Control circuitry performs inverter control, regenerative braking control, etc.

[0053] Main relay 20 is disposed between main battery 14 and PCU8. That is, PCU8 is connected to main battery 14 via main relay 20. When main relay 20 is closed, main battery 14 is electrically connected to PCU8. As a result, power can be supplied from main battery 14 to PCU8. When power is supplied from main battery 14 to PCU8, the DC-DC converter of PCU8 is activated, and power can be supplied from main battery 14 to auxiliary battery 17 via PCU8. In other words, auxiliary battery 17 can be charged by the power output from main battery 14.

[0054] Figure 5 This is a diagram illustrating the transitions in the power supply state within vehicle 1. (As shown...) Figure 5 As shown, vehicle 1 has three power states: power off (OFF), on board (On Board), and ready on (Ready ON). As will be apparent from the following description, when the power state is "on board", the user of vehicle 1 (hereinafter referred to as "user") does not always need to be present in the passenger compartment.

[0055] When the power supply is off, all low-voltage, high-voltage, and drive forces are shut down. When the low-voltage power supply is off, auxiliary relay 19 is disconnected, and the power supply between auxiliary battery 17 and auxiliary equipment 18 is interrupted. When the high-voltage power supply is off, main relay 20 is disconnected, and the power supply between main battery 14 and PCU8 is interrupted. When the drive force is off, the initialization operations of the drive system by PCU8 (system self-diagnosis, inverter initialization, etc.) have not yet been completed, and the power supply from main battery 14 to motor 10 has not yet started.

[0056] When the first trigger occurs while the power is off, the power state changes from off to in-vehicle. In this embodiment, the first trigger is the opening of a door of vehicle 1. Therefore, when the user releases the door lock of vehicle 1 and opens the door of vehicle 1 to enter vehicle 1, the power state of vehicle 1 changes from off to in-vehicle.

[0057] When the power supply is in operation, both the low-voltage and high-voltage power supplies are connected, and the driving force is maintained in the off state. When the low-voltage power supply is connected, that is, when the low-voltage power supply is activated, the ECU 30 uses the power output from the auxiliary battery 17 to close the auxiliary relay 19. Thus, the power supply from the auxiliary battery 17 to the auxiliary equipment 18 begins.

[0058] When the high-voltage power supply is turned on, that is, when the high-voltage power supply is activated, the BMS9 performs an initialization operation including a status check of the main battery 14, and after the initialization operation is completed, it uses the power output from the auxiliary battery 17 to close the main relay 20. As a result, the power supply from the main battery 14 to the PCU8 begins.

[0059] In addition, such as Figure 4 As shown, AC 7 is directly connected to the main battery 14, and therefore, when the high-voltage power supply is turned on, the power supply from the main battery 14 to AC 7 also begins. If the user sets the actuation state of AC 7 to the off state, the power supply from the main battery 14 to AC 7 will stop even when the high-voltage power supply is on.

[0060] When the second trigger occurs while the power state is in the "in-vehicle" state, the power state changes from "in-vehicle" to "ready to power on". In this embodiment, the second trigger is performed by the user to start the vehicle 1, and two options are prepared as the start operation. The first option is a complex operation in which the operation of pressing the brake pedal 41 and the operation of pressing the start switch 5 are combined, and the second option is a single operation as the operation of pressing the brake pedal 41. The user selects one of the first and second options as the start operation for starting the vehicle 1 via the HMI 6 (e.g., MM display 61). In this embodiment, the start operation is set as the first option in the initial state of the vehicle 1 (e.g., the vehicle 1 at the time of loading).

[0061] When the first option is set as the start operation, the power state changes from "in service" to "ready to turn on" when the user performs a complex operation in the first option. On the other hand, when the second option is set as the start operation, the power state changes from "in service" to "ready to turn on" when the user performs a single operation in the second option. As the start operation for vehicle 1, only one operation method (e.g., the first option or the second option) can be set.

[0062] When the power state is ready to be activated, both the low-voltage and high-voltage power supplies are switched on, and the driving force is placed in standby mode. Therefore, to change the power state of vehicle 1 to ready to be activated, PCU 8 performs the drive system initialization operation and places the driving force in standby mode. When the driving force is in standby mode, PCU 8 has completed the drive system initialization operation, but the power supply from the main battery 14 to the motor 10 has not yet started. In this state, when the user sets the vehicle 1's gear shift to drive (D) mode or reverse (R) mode while pressing the brake pedal 41, the driving force is activated, and the power supply from the main battery 14 to the motor 10 begins.

[0063] Simultaneously, when the user sets the gear shift of vehicle 1 to Park (P) mode after the vehicle 1 has been driven, the driving force changes from the ON state to the standby state, and the power supply from the main battery 14 to the motor 10 stops. In this state, when the third trigger occurs, the driving force changes from the standby state to the OFF state, and the power state changes from Ready to ON to In-vehicle. That is, when the third trigger occurs while the power state is Ready to ON, the power state changes from Ready to ON to In-vehicle. In this embodiment, the third trigger is the user pressing the start switch 5. Therefore, when the user presses the start switch 5 after setting the gear shift of vehicle 1 to Park mode, the power state changes from Ready to ON to In-vehicle.

[0064] When a fourth trigger occurs while the power state is in the "in-vehicle" state, the power state transitions from "in-vehicle" to "power off". In this embodiment, the fourth trigger is either the door of vehicle 1 being locked from the outside of vehicle 1, or vehicle 1 being inactive for a threshold time or longer. Therefore, when the user exits vehicle 1 and locks the door of vehicle 1, the power state transitions from "in-vehicle" to "power off". Furthermore, the power state can also transition from "in-vehicle" to "power off" when vehicle 1 is in a state where the door lock is released, or when the user is asleep in a stopped vehicle 1. The threshold time (e.g., 30 to 80 minutes) when the key to vehicle 1 is inside vehicle 1 and the threshold time (e.g., 3 to 10 minutes) when the key to vehicle 1 is outside vehicle 1 can be different from each other.

[0065] When vehicle 1 is powered off, the user naturally cannot use the HMI 6 and AC 7 in the cabin. On the other hand, when the power is on, the HMI 6 and AC 7 can be used while avoiding power consumption for driving vehicle 1. Therefore, in some situations where vehicle 1 is stationary, the user may want to keep the power on while the vehicle is on. Examples of these situations include when the user is watching desired content on the MM display 61, when the user is using vehicle 1 as accommodation, and when the user is camping outside vehicle 1. In these situations, it is desirable to keep AC 7 running without turning off the power to vehicle 1 and to maintain a comfortable temperature in the cabin.

[0066] Therefore, in this embodiment, a state-holding mode in which power is supplied to the AC of vehicle 1 and the display in vehicle 1, but not to the drive system of vehicle 1, is prepared as a mode of vehicle 1 that can be selected by the user. This allows the user to enjoy the above situation in a comfortable cabin environment and enhances the usability of vehicle 1.

[0067] In this embodiment, the power state is set to a vehicle state where power is supplied to the AC of vehicle 1 and the displays in vehicle 1, but power is not supplied to the drive system of vehicle 1. That is, in state-holding mode, the power state is fixed at "in-vehicle," and even when the fourth trigger occurs, the power state will not transition from "in-vehicle" to "power off." In other words, in state-holding mode, the transition of the power state from "in-vehicle" to "power off" is disabled. The displays of HMI 6 (in this embodiment, MM display 61, instrument display 62, left-side operation display 63, and right-side operation display 64) are examples of displays in vehicle 1.

[0068] In this embodiment, ECU 30 serves as a display control device for controlling at least one display in vehicle 1.

[0069] Figure 6 This is a functional block diagram of processor 33 in ECU 30. (Example) Figure 6 As shown, the processor 33 includes a mode setting unit 34 and a visibility adjustment unit 35. The mode setting unit 34 and the visibility adjustment unit 35 are functional modules implemented when the processor 33 of the ECU 30 executes a computer program stored in the memory 32 of the ECU 30. Each of these functional modules can be implemented using dedicated arithmetic circuits provided in the processor 33. The ECU 30 is an example of a display control device.

[0070] The mode setting unit 34 sets the mode of vehicle 1. Specifically, in this embodiment, based on a user's instruction, the mode setting unit 34 sets the mode of vehicle 1 to a status hold mode, in which the power state of vehicle 1 is maintained as if the vehicle is in motion. For example, the user gives an instruction regarding the mode of vehicle 1 via HMI 6. As a specific example, the user gives an instruction regarding the mode of vehicle 1 by operating the mode selection screen displayed on the MM display 61 of HMI 6. In this case, when the user selects the mode selection icon for status hold mode, the mode setting unit 34 sets the mode of vehicle 1 to status hold mode. The user can give an instruction regarding the mode of vehicle 1 via another display of HMI 6 (e.g., instrument display 62, left-side operation display 63, or right-side operation display 64). Furthermore, the user can give an instruction regarding the mode of vehicle 1 via HMI 6 through voice input, etc.

[0071] When a predetermined condition is met in the state holding mode, the mode setting unit 34 terminates the state holding mode. In this embodiment, the predetermined condition includes the first to fifth termination conditions described below, and the mode setting unit 34 terminates the state holding mode when one of the first to fifth termination conditions is met.

[0072] The first termination condition is that the SOC of the main battery 14 has decreased to a predetermined threshold. In this case, when the SOC of the main battery 14 calculated by the BMS9 has decreased to the predetermined threshold, the mode setting unit 34 terminates the state holding mode. The threshold is previously determined and is set, for example, to a value between 10% and 30%. By providing the first termination condition as the termination condition for the state holding mode, the vehicle 1 can be prevented from becoming de-energized due to continuous execution of the state holding mode.

[0073] The second termination condition is when an anomaly has been detected in vehicle 1. In this case, when an anomaly is detected in vehicle 1, the mode setting unit 34 terminates the state holding mode. Examples of anomalies in vehicle 1 include anomalies detected by vehicle 1's self-diagnosis and communication interruptions. By providing the second termination condition as the termination condition for the state holding mode, the state holding mode can be restricted from continuing in an abnormal state of vehicle 1.

[0074] The third termination condition is when the user has requested the end of the state-holding mode via HMI 6. In this case, when the user requests the end of the state-holding mode via HMI 6, the mode setting unit 34 terminates the state-holding mode. For example, the user requests the end of the state-holding mode by operating the MM display 61 of the HMI 6 (e.g., by selecting the end button displayed on the MM display 61). Alternatively, the third termination condition can be when the user requests the end of the state-holding mode via portable terminal 200. In this case, a notification of the termination request is sent from portable terminal 200 to vehicle 1 via server 300.

[0075] The fourth termination condition is that the user has pressed the start switch 5. In this case, when the user presses the start switch 5, the mode setting unit 34 terminates the state holding mode. To prevent the state holding mode from terminating unintentionally due to erroneous operation of the start switch 5, the fourth termination condition can be that the user has pressed the start switch 5 and the user has approved the termination of the state holding mode. In this case, the user approves the termination of the state holding mode via the HMI 6. As a specific example, when the start switch 5 is pressed, the mode setting unit 34 displays a confirmation screen on the HMI 6 (e.g., MM display 61) to confirm whether to terminate the state holding mode, and the user selects whether to terminate the mode via the HMI 6. Figure 7 An example of a confirmation screen is shown to confirm whether the state preservation mode has ended.

[0076] The fifth termination condition is when the user has already performed the start operation of vehicle 1. In this case, when the user has already performed the start operation, the mode setting unit 34 terminates the state holding mode. When the first option is set to start operation, the user performs the operation of pressing the brake pedal 41 and pressing the start switch 5, and when the second option is set to start operation, the user only performs the operation of pressing the brake pedal 41.

[0077] When the second option is set as the start operation, to prevent the state holding mode from ending unintentionally due to erroneous operation of the brake pedal 41, the fifth condition can be that the user has already pressed the brake pedal 41 and the user has approved the change of power state. In this case, the user approves the change of power state from in-vehicle to ready-to-go via HMI 6. As a specific example, when the user presses the brake pedal 41, the mode setting unit 34 displays a confirmation screen on HMI 6 (e.g., MM display 61) to confirm whether to perform the change of power state, and the user selects whether to perform the change of power state via HMI 6. Figure 8 An example of a confirmation screen is shown to confirm whether a power state transition should be performed.

[0078] As described above, in the status hold mode, power can be supplied to the display in vehicle 1, and the user can view the desired content on the display. However, there may be situations where the user does not want to use the display (e.g., the user uses vehicle 1 as a place of accommodation), and in particular, it is necessary to adjust the lighting state of the instrument display 62, which is expected to always perform the display.

[0079] Therefore, in this embodiment, the visibility adjustment unit 35 reduces the visibility of at least one display in the vehicle 1, including the instrument panel display 62, in response to user input from the user. Thus, the lighting status of the in-vehicle display including the instrument panel display 62 can be adjusted according to the user's expectations, and furthermore, the usability of the vehicle 1 can be enhanced.

[0080] For example, the visibility adjustment unit 35 generates a black image on the instrument display 62, thereby turning off the lights of the instrument display 62. In this case, the visibility adjustment unit 35 generates a black image on the instrument display 62 by turning off the light emission of the R, G, and B subpixels of the instrument display 62. In this embodiment, the instrument display 62 is configured as an organic EL display, thus allowing for a dimmer illumination state compared to an LCD that includes a backlight.

[0081] Furthermore, when the visibility of the instrument display 62 has decreased, the visibility adjustment unit 35 restores the visibility of the instrument display 62 due to the user's operation of the MM display 61. Therefore, the user can easily restore the visibility of the instrument display 62 through the user-operable MM display 61.

[0082] Furthermore, in this embodiment, the visibility adjustment unit 35 only allows the reduction of the visibility of at least one display, including the instrument cluster display 62, when the vehicle 1's mode has been set to a state-holding mode. Therefore, reduced display visibility can be avoided in vehicle states (e.g., driving conditions) that are not desired by the user.

[0083] The following will refer to Figure 9 Describe the process when the above display control is executed. Figure 9 This is a flowchart illustrating the control routine of the visibility adjustment process in a first embodiment of the present invention. The control routine is repeatedly executed by the processor 33 of the ECU 30 according to a computer program stored in the memory 32 of the ECU 30.

[0084] First, in step S101, the mode setting unit 34 of the processor 33 determines whether the user has requested to start the state holding mode. For example, if the mode selection icon for the state holding mode on the HMI 6 (e.g., MM display 61) has been selected, the mode setting unit 34 determines that the user has requested to start the state holding mode. If it is determined that the user has not yet requested to start the state holding mode, the control routine ends. On the other hand, if it is determined that the user has requested to start the state holding mode, the control routine proceeds to step S102.

[0085] In step S102, the mode setting unit 34 executes the state holding mode and changes the mode of vehicle 1 from the normal mode to the state holding mode. In the normal mode, according to the above reference... Figure 5 The power state transition described is used to set the power state of vehicle 1. For example, when a fourth trigger occurs while the power state is "occupied", the power state transitions from "occupied" to "power off". On the other hand, in state-holding mode, even when the fourth trigger occurs, the power state does not transition from "occupied" to "power off".

[0086] Next, in step S103, the visibility adjustment unit 35 of the processor 33 displays the execution screen for the state holding mode on the HMI 6 (e.g., MM display 61). Figure 10 This is a diagram illustrating an exemplary execution screen of the state-preserving mode in the first embodiment. Figure 10 In the example, the execution screen for the state hold mode includes a SOC display section 611 that displays the current value (80%) and threshold (20%) of the SOC of the main battery 14, an end button 612 for ending the state hold mode, and a toggle switch 613 for turning off the lights of the instrument display 62.

[0087] When the user gives the instruction to turn off the lights on the instrument display 62, the user operates the toggle switch 613. Therefore, the operation of the toggle switch 613 is an example of user input for the instruction to turn off the lights on the display in vehicle 1. Figure 10 In the execution screen shown, toggle switch 613 has been turned off. User input can be performed through another input method, such as voice input.

[0088] Following step S103, in step S104, the visibility adjustment unit 35 determines whether user input has been received via HMI 6. For example, when the toggle switch 613 has been activated by the user, the visibility adjustment unit 35 determines that user input has been received.

[0089] If user input has been received in step S104, the control routine proceeds to step S105. In step S105, the visibility adjustment unit 35 reduces the visibility of the instrument display 62. Specifically, the visibility adjustment unit 35 generates a black image on the instrument display 62, thereby turning off the lights on the instrument display 62. After step S105, the control routine proceeds to step S106.

[0090] On the other hand, if it is determined in step S104 that no user input has been received, the control routine skips step S105 and proceeds to step S106. In step S106, the visibility adjustment unit 35 determines whether a cancellation command has been received via the HMI 6 as an instruction to turn off the lights of the instrument display 62 (i.e., turn on the lights of the instrument display 62). For example, when the toggle switch 613 is turned off by the user, the visibility adjustment unit 35 determines that a cancellation command has been received.

[0091] If a cancellation command has been received in step S106, the control routine proceeds to step S107. In step S107, the visibility adjustment unit 35 restores the visibility of the instrument display 62. Specifically, the visibility adjustment unit 35 cancels the off state of the instrument display 62 and turns on the light. After step S107, the control routine proceeds to step S108.

[0092] On the other hand, if it is determined in step S106 that no cancellation command has been received, the control routine skips step S107 and proceeds to step S108. In step S108, the mode setting unit 34 determines whether a predetermined condition has been met. In this embodiment, the mode setting unit 34 determines whether one of the first to fifth termination conditions has been met. For example, when the end button 612 on the execution screen for the state holding mode has been selected (pressed), the mode setting unit 34 determines that the third termination condition has been met. If it is determined that any of the first to fifth termination conditions has not been met, the control routine returns to step S104.

[0093] On the other hand, if it is determined in step S108 that one of the first to fifth termination conditions has been met, the control routine proceeds to step S109. In step S109, the mode setting unit 34 terminates the state holding mode and changes the mode of vehicle 1 from the state holding mode to the normal mode. After step S109, the control routine ends.

[0094] In step S105, in addition to the instrument display 62, the visibility adjustment unit 35 can also turn off at least one of the MM display 61, the left operation display 63, and the right operation display 64. For example, the visibility adjustment unit 35 generates a black image on the MM display 61, the left operation display 63, and the right operation display 64, thereby turning off the display lights. When the light on the MM display 61 is off, for example, when a user touches the MM display 61 in the off state, the visibility adjustment unit 35 determines that a cancellation command has been received as an instruction to cancel the off state of the MM display 61 and the instrument display 62.

[0095] The visibility adjustment unit 35 can reduce the visibility of the instrument display 62 by decreasing the brightness of the instrument display 62. In this case, the visibility adjustment unit 35 reduces the brightness of the instrument display 62 by decreasing the power supply current of the R, G, and B sub-pixels of the instrument display 62. Similarly, the visibility adjustment unit 35 can also reduce the visibility of the MM display 61, the left operation display 63, and the right operation display 64 by reducing their brightness.

[0096] When the status hold mode is not in effect, the visibility adjustment unit 35 can perform gray-out display of the displayed content based on the backlight turn-off command including the toggle switch 613. Therefore, the user is aware that the monitor's backlight cannot be turned off.

[0097] Second Implementation Plan

[0098] Apart from the points described below, the configuration and control of the display control device according to the second embodiment are substantially the same as those according to the first embodiment. Therefore, for the second embodiment of the present invention, the differences from the first embodiment will be mainly described below.

[0099] In the second embodiment, the user input for the instruction to turn off the lights of the displays in vehicle 1 includes a first user input for the instruction to turn off the lights of the first display group and a second user input for the instruction to turn off the lights of the second display group. In this embodiment, the first display group includes an instrument cluster display 62, a left-side operation display 63, and a right-side operation display 64, and the second display group includes all displays disposed in front of the driver's seat of vehicle 1 (in this embodiment, the MM display 61, the instrument cluster display 62, the left-side operation display 63, and the right-side operation display 64).

[0100] The visibility adjustment unit 35 reduces the visibility of the first display group in response to a first input and reduces the visibility of the second display group in response to a second user input. Therefore, in this embodiment, a user can selectively dim desired displays in vehicle 1. For example, when a user is viewing content on the MM display 61, the user can reduce the visibility of the first display group by performing the first user input. This allows viewing of content on the MM display 61 while reducing the total power consumption of the displays in vehicle 1. Furthermore, by dimming the lighting from displays other than the MM display 61, the environment can be made suitable for viewing content on the MM display 61. Additionally, when a user uses vehicle 1 as a place of lodging, the user can reduce the visibility of the second display group by performing the second user input. This allows the environment to be suitable for sleeping in the vehicle.

[0101] Since the first display group does not include the MM display 61, the display of the MM display 61 is maintained even when the visibility of the first display group has decreased. Therefore, when the visibility of the first display group has decreased, the visibility adjustment unit 35 restores the visibility of the first display group due to the user's operation on the MM display 61. Thus, the user can easily restore the visibility of the first display group through the user-operable MM display 61.

[0102] On the other hand, when the visibility of the second display group decreases, the lamp of the MM display 61 is turned off. However, a small amount of power is supplied to the MM display 61 to allow it to detect user operation. Therefore, when the visibility of the second display group has decreased, the visibility adjustment unit 35 restores the visibility of the second display group due to the user's operation on the MM display 61. Thus, the user can easily restore the visibility of the second display group through the user-friendly MM display 61.

[0103] Figure 11 This is a flowchart illustrating the control routine of the visibility adjustment process in a second embodiment of the present invention. The control routine is repeatedly executed by the processor 33 of the ECU 30 according to a computer program stored in the memory 32 of the ECU 30.

[0104] First, in step S201, the mode setting unit 34 of the processor 33 determines whether the user has requested to start the state holding mode. If it is determined that the start of the state holding mode has not been requested, the control routine ends. On the other hand, if it is determined that the start of the state holding mode has been requested, the control routine proceeds to step S202.

[0105] In step S202, the mode setting unit 34 executes the state holding mode and changes the mode of vehicle 1 from the normal mode to the state holding mode.

[0106] Next, in step S203, the visibility adjustment unit 35 of the processor 33 displays the execution screen for the state holding mode on the HMI 6 (e.g., MM display 61). Figure 12 This is a diagram illustrating an exemplary execution screen of the state-preservation mode in the second embodiment. Figure 12 In the example, the execution screen for the state hold mode includes a SOC display section 611 that displays the current value (80%) and threshold (20%) of the SOC of the main battery 14, an end button 612 for ending the state hold mode, a first toggle switch 613a and a second toggle switch 613b.

[0107] When a user issues a command to turn off the lights of the first display group, the user operates the first toggle switch 613a, and when a user issues a command to turn off the lights of the second display group, the user operates the second toggle switch 613b. Therefore, the operation of the first toggle switch 613a is an example of a first user input, and the operation of the second toggle switch 613b is an example of a second user input. Figure 12 In the execution screen shown, the first toggle switch 613a is turned on, and the second toggle switch 613b is turned off. At least one of the first user input and the second user input can be executed by another input method such as voice input.

[0108] Following step S203, in step S204, the visibility adjustment unit 35 determines whether the first user input has been received via the HMI 6. For example, when the first toggle switch 613a has been turned on by the user, the visibility adjustment unit 35 determines that the first user input has been received.

[0109] If it is determined in step S204 that the first user input has been received, the control routine proceeds to step S205. In step S205, the visibility adjustment unit 35 reduces the visibility of the first display group. Specifically, the visibility adjustment unit 35 generates a black image on the instrument display 62, the left operation display 63, and the right operation display 64, thereby turning off the display lights.

[0110] On the other hand, if it is determined in step S204 that no first user input has been received, the control routine proceeds to step S206. In step S206, the visibility adjustment unit 35 determines whether a second user input has been received via HMI 6. For example, when the second toggle switch 613b has been turned on by the user, the visibility adjustment unit 35 determines that a second user input has been received.

[0111] If it is determined in step S206 that the second user input has been received, the control routine proceeds to step S207. In step S207, the visibility adjustment unit 35 reduces the visibility of the second display group. Specifically, the visibility adjustment unit 35 generates a black image on the MM display 61, the instrument display 62, the left operation display 63, and the right operation display 64, thereby turning off the display lights.

[0112] On the other hand, if it is determined in step S206 that no second user input has been received, the control routine proceeds to step S208. After step S205 or step S207, the control routine proceeds to step S208.

[0113] In step S208, the visibility adjustment unit 35 determines whether a first cancellation command has been received via the HMI 6 as an instruction to cancel the first display group's lights (i.e., turn on the lights of the first display group). For example, the visibility adjustment unit 35 determines that a first cancellation command has been received when the first toggle switch 613a has been turned off by the user.

[0114] If it is determined in step S208 that the first cancellation command has been received, the control routine proceeds to step S209. In step S209, the visibility adjustment unit 35 restores the visibility of the first display group. Specifically, the visibility adjustment unit 35 deactivates the lights on the instrument display 62, the left operation display 63, and the right operation display 64, and turns on the lights on the displays.

[0115] On the other hand, if it is determined in step S208 that no first cancellation command has been received, the control routine proceeds to step S210. In step S210, the visibility adjustment unit 35 determines whether a second cancellation command, which is an instruction to cancel the second display group's lights (i.e., turn on the lights of the second display group), has been received via the HMI 6. For example, when the user touches the MM display 61 in the off state, the visibility adjustment unit 35 determines that a second cancellation command has been received.

[0116] If it is determined in step S210 that a second cancellation command has been received, the control routine proceeds to step S211. In step S211, the visibility adjustment unit 35 restores the visibility of the second display group. Specifically, the visibility adjustment unit 35 deactivates the lights of the MM display 61, the instrument display 62, the left operation display 63, and the right operation display 64, and turns on the lights of the displays.

[0117] On the other hand, if it is determined in step S210 that no second cancellation instruction has been received, the control routine proceeds to step S212. Furthermore, after step S209 or step S211, the control routine proceeds to step S212.

[0118] In step S212, the mode setting unit 34 determines whether a predetermined condition has been met. If it is determined that any of the first to fifth termination conditions have not been met, the control routine returns to step S204.

[0119] On the other hand, if it is determined in step S212 that one of the first to fifth termination conditions has been met, the control routine proceeds to step S213. In step S213, the mode setting unit 34 terminates the state holding mode and changes the mode of vehicle 1 from the state holding mode to the normal mode. After step S213, the control routine ends.

[0120] In step S205, the visibility adjustment unit 35 can reduce the visibility of the instrument display 62, the left operation display 63, and the right operation display 64 by reducing the brightness of the displays. Similarly, in step S207, the visibility adjustment unit 35 can reduce the visibility of the MM display 61, the instrument display 62, the left operation display 63, and the right operation display 64 by reducing the brightness of the displays.

[0121] Furthermore, in step S210, when the user touches the left operation display 63 or the right operation display 64 in the off state, the visibility adjustment unit 35 can determine that a second cancellation command has been received. That is, when the visibility of the second display group decreases, the visibility adjustment unit 35 can restore the visibility of the second display group due to the user's operation on the left operation display 63 or the right operation display 64.

[0122] Furthermore, when the status hold mode is not executed, the visibility adjustment unit 35 can gray out the display content regarding the light-off command, including the first toggle switch 613a and the second toggle switch 613b. Therefore, the user can understand that the monitor's lights are not allowed to be turned off.

[0123] Third Implementation Plan

[0124] Apart from the points described below, the configuration and control of the display control device according to the third embodiment are substantially the same as those according to the first embodiment. Therefore, for the third embodiment of the present invention, the differences from the first embodiment will be mainly described below.

[0125] In a third embodiment, the instrument display 62 includes multiple layers, each corresponding to a display item displayed on the instrument display 62. For example, a first layer displays a first display item, and a second layer displays a second display item. The visibility adjustment unit 35 can independently control the display of the layers. For example, the visibility adjustment unit 35 generates a black image on some of these layers, thereby reducing the visibility of the instrument display 62. Thus, the illumination of the instrument display 62 can be dimmed while the necessary display items are displayed on the instrument display 62.

[0126] In some cases, laws require the display of predetermined items on the instrument cluster display 62. For example, Regulation 121, "5.3.6 Brightness of Warning Light Illumination," stipulates that "the device shall be configured to make the warning lights and their markings visible and identifiable to the driver under all driving conditions." In response, in the third embodiment, some layers on which a black image is generated do not include the layer displaying the warning lights. Therefore, the illumination of the instrument cluster display 62 can be dimmed while still complying with the aforementioned laws related to warning lights.

[0127] Figure 13 This is a schematic diagram showing the display screen of the instrument display 62 including the layer. Figure 13 In the instrument display 62, a first display area 621 and a second display area 622 are shown. The first display area 621 is indicated by a shaded line. The first display area 621 and the second display area 622 are located at different positions on the screen of the instrument display 62. On the first display area 621, the warning light is displayed as the first display item, and on the second display area 622, all display items other than the warning light are displayed as the second display item.

[0128] exist Figure 13 In the example, the instrument display 62 includes a first layer having a first display area 621 and a second layer having a second display area 622. On the first layer, R, G, and B sub-pixels are provided at the first display area 621, and the visibility adjustment unit 35 controls the display of the first layer by controlling the current supply to the sub-pixels at the first display area 621. Therefore, the visibility adjustment unit 35 displays an alarm light on the first layer by supplying current to the sub-pixels at the first display area 621.

[0129] On the second layer, R, G, and B sub-pixels are provided at the second display area 622, and the visibility adjustment unit 35 controls the display of the second layer by controlling the current supply to the sub-pixels at the second display area 622. Therefore, the visibility adjustment unit 35 displays items other than the alarm light on the second layer by supplying current to the sub-pixels at the second display area 622.

[0130] For example, the display items for the warning lights include at least one of the following: main lighting switch, headlights (downward), headlights (upward), main beam of headlights, automatic main beam, turn indicator, hazard warning, fog lights, rear fog lights, fuel warning light, oil pressure warning light, low coolant temperature warning light, charging warning light, windshield defrost, windshield defrost system, rear window defrost, rear window defrost system, position, side marker and / or end contour marker lights, parking lights, seat belt warning light, SRS airbag warning light, side airbag malfunction, driver's seat airbag deactivation, brake warning light, ABS warning light, parking brake, engine on-board diagnostics, engine malfunction, diesel fuel preheating, choke (cold start device), brake pad wear condition, low tire pressure, and anti-skid braking system. On the other hand, for example, the display items other than the warning lights include at least one of the following: vehicle speed, time, outside temperature, odometer, and SOC of the main battery 14.

[0131] In the case where the instrument display 62 includes the first layer and the second layer described above, the visibility adjustment unit 35 can reduce the visibility of the instrument display 62 by generating a black image on the second layer. At this time, the visibility adjustment unit 35 generates a black image on the second layer by turning off the light emission of the sub-pixels at the second display area 622. On the other hand, the visibility adjustment unit 35 displays warning lights on the first layer according to the state of the vehicle 1. That is, the visibility adjustment unit 35 reduces the visibility of the instrument display 62 while maintaining the display of warning lights on the instrument display 62. For example, even when an instruction to turn off the lights of the instrument display 62 is given during the execution of the state holding mode, the visibility adjustment unit 35 displays at least the parking light, or at least the parking light and the parking brake, on the instrument display 62 as warning lights.

[0132] Figure 13 The arrangement of the first display area 621 or the second display area 622 shown is merely an example, and other arrangements may be used. For example, the first display area 621 may be a continuous area, rather than consisting of multiple areas separated from each other. Furthermore, the instrument display 62 may include three or more layers. In this case, the screen of the instrument display 62 is allocated for multiple layer display areas.

[0133] In the third implementation plan, it is performed in a similar manner to the first implementation plan. Figure 9 The control routine for the visibility adjustment process. At this time, when the visibility adjustment unit 35 reduces the visibility of the instrument display 62 in step S105, the visibility adjustment unit 35 displays the warning light on the instrument display 62 and then turns off the display of other display items except the warning light.

[0134] The visibility adjustment unit 35 can reduce the visibility of the instrument display 62 by decreasing the brightness of the instrument display 62. For example, the visibility adjustment unit 35 can reduce the brightness of all layers of the instrument display 62 by reducing the supply current to the R, G, and B sub-pixels of the instrument display 62. Even in this case, the warning light is displayed at a brightness level that allows for visual recognition in the first display area 621 of the first layer. In addition, the visibility adjustment unit 35 can reduce the brightness of layers other than the first layer on which the warning light is displayed (e.g., the second layer).

[0135] Other implementation plans

[0136] The preferred embodiments of the present invention have been described above. The invention is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims. For example, AC 7 may be included in auxiliary equipment 18 and may receive power from auxiliary battery 17.

[0137] Furthermore, vehicle 1 can be a plug-in hybrid electric vehicle (PHEV) or the like, which includes a motor and an engine as drive units. Additionally, vehicle 1 can be an autonomous vehicle, in which at least a portion of the vehicle's acceleration, braking, and steering are automatically performed.

[0138] Furthermore, in the above embodiments, it has been described that the screen related to the status holding mode is displayed on the MM display 61 in vehicle 1; however, this screen can be displayed on another display in vehicle 1 (e.g., instrument display 62, left-side operation display 63, right-side operation display 64, or a head-up display (HUD) not shown). Additionally, at least one of the left-side operation display 63 and the right-side operation display 64 can be excluded from vehicle 1. Without excluding the left-side operation display 63 and the right-side operation display 64, the first display group in the second embodiment includes only the instrument display 62.

[0139] Furthermore, the instrument display 62 can be configured as a liquid crystal display (LCD). In this case, the visibility adjustment unit 35 generates a black image on the instrument display 62, for example, by using liquid crystals to block backlight light. Additionally, when reducing the visibility of the instrument display 62 by lowering its brightness, the visibility adjustment unit 35 reduces the brightness of the instrument display 62, for example, by reducing the amount of light transmitted or reducing the backlight brightness by adjusting the orientation of the liquid crystals. Furthermore, the instrument display 62 can be configured as a touch panel type organic EL display or LCD, and can be used as both an input and output device.

[0140] Furthermore, when the visibility of the instrument display 62 has decreased, the visibility adjustment unit 35 can display an interruption item on the instrument display 62 according to the status of the vehicle 1. For example, the interruption item may indicate that the door of the vehicle 1 is open.

[0141] Furthermore, other conditions can be used for the first to fourth triggers that cause a change in the power state of vehicle 1. For example, the first trigger that causes the power state of vehicle 1 to change from power off to in-vehicle state could be the pressing of the start switch 5. In addition, some of the first to fifth termination conditions can be excluded.

[0142] Furthermore, a server 300 or similar device located outside the vehicle 1 can be used as a display control device. In this case, necessary information is sent from the vehicle 1 to the server 300, and the ECU 30 of the vehicle 1 controls the display in the vehicle 1 in response to instructions from the server 300.

[0143] Furthermore, the second and third implementation schemes can be implemented in combination. In this case, the third implementation scheme is performed similarly to the second implementation scheme. Figure 11 The control routine for the visibility adjustment process is as follows: In step S205, the visibility adjustment unit 35 turns off the lights on the left operation display 63 and the right operation display 64, and while displaying the alarm light on the instrument display 62, turns off the display of all items except the alarm light. Furthermore, in step S207, the visibility adjustment unit 35 turns off the lights on the MM display 61, the left operation display 63, and the right operation display 64, and while displaying the alarm light on the instrument display 62, turns off the display of all items except the alarm light.

[0144] Furthermore, the computer program that enables the computer to perform the functions of the unit included in the processor 33 of the ECU 30 or the processor of the server may be provided in the form of a computer program stored in a computer-readable recording medium or in the form of a computer program included in a computer program product. For example, the computer-readable recording medium is a magnetic recording medium, an optical recording medium, or a semiconductor memory.

Claims

1. A display control device for controlling at least one in-vehicle display, the display control device being characterized by including a processor configured to reduce the visibility of the at least one display in response to user input from a user of the vehicle, wherein The at least one display includes an instrument display.

2. The display control device according to claim 1, characterized in that, The processor is configured to reduce the brightness of the instrument display.

3. The display control device according to claim 1, characterized in that, The processor is configured to: A black and white image is generated on the instrument display; and Turn off the indicator light on the instrument panel.

4. The display control device according to claim 1, characterized in that: The instrument display comprises multiple layers; and The processor is configured to display a black image on some of the multiple layers.

5. The display control device according to claim 4, characterized in that, Some of these layers are configured not to display alarm lights.

6. The display control device according to any one of claims 1 to 5, characterized in that: The at least one display includes a multimedia display; The user input includes a first user input for instructing the lights of the first display group to be turned off and a second user input for instructing the lights of the second display group to be turned off. The first display group includes the instrument display but does not include the multimedia display, and the second display group includes the instrument display and the multimedia display. and The processor is configured to reduce the visibility of the first display group in response to the first user input, and to reduce the visibility of the second display group in response to the second user input.

7. The display control device according to claim 6, characterized in that, The processor is configured to increase the visibility of the first display group due to the user's operation on the multimedia display when the visibility of the first display group has been reduced.

8. The display control device according to claim 6, characterized in that, The processor is configured to increase the visibility of the second display group due to the user's operation on the multimedia display when the visibility of the second display group has been reduced.

9. The display control device according to any one of claims 1 to 5, characterized in that, The processor is configured to: The vehicle is set to a state-holding mode, which is a mode that maintains the vehicle's state based on instructions from the user. This state is a vehicle state that supplies power to the vehicle's air conditioning and at least one display but not to the vehicle's drive system. as well as In response to setting the vehicle's mode to the state-holding mode, the visibility of the at least one display can be reduced.

10. A display control method executed by a computer for controlling at least one in-vehicle display, the display control method being characterized by including reducing the visibility of the at least one display in response to user input from a user of the vehicle, wherein... The at least one display includes an instrument display.

11. A program for controlling at least one in-vehicle display, the program causing a computer to perform the following functions, characterized in that: The functionality includes reducing the visibility of at least one in-vehicle display in response to user input from a user of the vehicle, wherein The at least one display includes an instrument display.

Images