Display control device, display device, and display control method

Abstract

To appropriately correct a display position of an image during travel and suppress the sense of discomfort of occupants when a bias error changes during travel of a vehicle.SOLUTION: A display control device 36 comprises: a vehicle vibration information acquisition unit 40; a vehicle state determination unit 38; a bias error correction value acquisition unit 41; a bias error correction unit 51; a vehicle posture variation amount calculation unit 52; and a display correction unit 54. The bias error correction value acquisition unit 41 includes: a first bias error correction value setting section 43 that sets a first bias error correction value on the basis of a first moving average value of output values of a sensor during a stop period of a vehicle 1; and a second bias error correction value setting section 44 that updates the latest second bias error correction value by changing it to follow a second moving average value when a difference between the second moving average value of the output values of the sensor and the latest second bias error correction value at the time exceeds a predetermined threshold during a travel period of the vehicle 1.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a display control device, a display device, a display control method, and the like. [Background technology]

[0002] A configuration for correcting the display position of an image based on a change in the vehicle's attitude is described, for example, in Patent Document 1. In Patent Document 1, the angular velocity detected by a gyro sensor is integrated to calculate the amount of change in the vehicle's attitude, and the display position of the image is corrected so that the characteristic part of the image is positioned within the display area even when a large change in attitude occurs.

[0003] Furthermore, sensors such as gyro sensors mounted on vehicles may produce non-zero output values ​​even when the sensor input (in other words, vibrations due to pitching or rolling of the vehicle) is substantially zero, which is called bias error. The bias error of the sensor may be a cause of errors in measuring the fluctuations in the vehicle's attitude. Correction of this bias error is described, for example, in Patent Document 2. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] International Publication No. 2020 / 208883 [Patent Document 2] JP 2003-065767 A Summary of the Invention [Problem to be solved by the invention]

[0005] The present inventors have conducted studies and have found the following problems. (1) When the vehicle is stopped, the vibration of the vehicle is sufficiently small. Therefore, it is preferable to detect the bias error of the sensor and correct the bias error based on the detection while the vehicle is stopped. However, after the vehicle resumes traveling, for example, the temperature environment around the vehicle or the vibration conditions of the vehicle may change significantly, causing a new bias error. A display control device that corrects bias error only when the vehicle is stopped cannot handle such fluctuations in bias error that occur while the vehicle is traveling, and as a result, it is possible that the detection accuracy of the amount of change in the vehicle's attitude will decrease, causing a shift in the display position of the image, which is one of the factors that causes discomfort to passengers. (2) As a countermeasure against the above (1), it is possible to detect the bias error while the vehicle is running and to carry out bias error correction. However, during the vehicle's travel, the sensor output often fluctuates suddenly due to various disturbances (for example, subtle changes in the vehicle vibration state due to changes in road conditions, changes in the pitch angle or roll angle of the vehicle due to sudden braking or steering, etc.). At such times, it can be assumed that the bias error included in the sensor output value also fluctuates temporarily. If image position correction is performed in response to such fluctuations in bias error due to temporary disturbance factors, the result may be that the image position shift becomes more noticeable, resulting in unstable image display.

[0006] Such a problem was identified by the inventors' investigations. However, the above-mentioned Patent Documents 1 and 2 make no mention of such a problem, and also make no mention of a solution to the problem.

[0007] One object of the present invention is to appropriately correct the display position of an image in response to fluctuations in bias error contained in vibration information of a vehicle while the vehicle is traveling, thereby suppressing discomfort felt by passengers.

[0008] Other objects of the present invention will become apparent to those skilled in the art by referring to the following exemplary aspects and best modes, as well as the accompanying drawings. [Means for solving the problem]

[0009] In order to facilitate an understanding of the outline of the present invention, embodiments according to the present invention will be exemplified below.

[0010] In a first aspect, a display control device is a display control device that is mounted on a vehicle and controls image display of a display device that allows a passenger in the vehicle to view an image, the display control device including: a vehicle vibration information acquisition unit that acquires vibration information of the vehicle; and a vehicle state determination unit that determines a traveling state of the vehicle. the bias error correction value acquisition unit acquires a bias error correction value for correcting a bias error included in the acquired vibration information during at least one of a stop period and a traveling period of the vehicle; a bias error correction unit corrects the vibration information based on the acquired bias error correction value; a vehicle attitude fluctuation amount calculation unit calculates an amount of fluctuation in the attitude of the vehicle based on the vibration information after the correction; and a display correction unit changes at least one of a position and a size of the image so as to correspond to the calculated amount of fluctuation in the attitude of the vehicle, The vehicle vibration information control unit includes a first bias error correction value setting unit that obtains a first moving average value of an output value of a sensor that detects vibration information of the vehicle and sets a first bias error correction value based on the first moving average value; and a second bias error correction value setting unit that obtains a second moving average value of an output value of a sensor that detects vibration information of the vehicle at each second update timing during a traveling period of the vehicle, and when a difference between the second moving average value and a latest second bias error correction value at that time exceeds a predetermined threshold value, changes and updates the latest second bias error correction value to follow the second moving average value.

[0011] In the first aspect, the bias error can be corrected not only while the vehicle is stopped, but also while the vehicle is traveling.

[0012] During the vehicle's stopped period, the vibration of the vehicle is sufficiently small, and the input of the sensor that detects the angular velocity, etc. can be considered to be substantially zero. Therefore, if the moving average value (first moving average value) of the sensor output value at this time is non-zero, the first moving average value indicates a bias error. When a bias error during the vehicle's stopped period is detected, the bias error can be corrected by subtracting (or adding) the bias error from the sensor output. In other words, once the bias error (first moving average value) is determined, the first bias error correction value is also uniquely determined. Therefore, the first bias error correction value setting unit "sets the first bias error correction value based on the first moving average value" during the vehicle's stopped period.

[0013] On the other hand, while the vehicle is traveling, the sensor outputs vibration information (angular velocity, etc.) whose signal amplitude fluctuates due to vehicle vibration, and the bias error is superimposed on the vibration information. Therefore, even if a moving average value (second moving average value) of the sensor output values ​​is calculated, the bias error (second bias error) cannot be uniquely determined based on the second moving average value.

[0014] Therefore, during the vehicle's traveling period, for example, "the bias error correction value calculated during the most recent past stopped period" is set as the "latest bias error correction value (latest second bias error correction value)", and this "latest second bias error correction value" is changed so as to follow the fluctuation of the second moving average value and updated as appropriate, thereby acquiring a bias error correction value (second bias error correction value) that can be used during the vehicle's traveling period. In other words, the second bias error correction value setting unit "changes and updates the latest second bias error correction value so as to follow the second moving average value".

[0015] However, if the latest second bias error correction value is simply changed so as to follow the second moving average value, for example, if the second moving average value temporarily fluctuates finely due to the influence of a disturbance, the second bias error correction value will also fluctuate finely due to that influence, resulting in a problem that it is difficult to ensure the stability of the second bias error correction value.

[0016] Therefore, in this embodiment, when the difference between the second moving average value and the latest second bias error correction value at that time exceeds a predetermined threshold value, the latest second bias error correction value is changed and updated so as to follow the second moving average value.

[0017] In other words, even if the second moving average value fluctuates temporarily due to disturbance, the second bias error correction value is maintained (held) without being updated unless the difference between the second moving average value and the latest second bias error correction value exceeds a predetermined threshold value. Therefore, the second bias error correction value becomes resistant to disturbances and its stability is ensured.

[0018] On the other hand, when an actual change occurs in the vehicle's driving condition or driving environment while the vehicle is driving, causing a change in the second moving average value, the change is generally considered to be continuous (not temporary) and to be a relatively large change. Therefore, it is considered that the change in which the difference between the second moving average value and the latest second bias error correction value exceeds a predetermined threshold value will often continue for a certain period of time.

[0019] Therefore, in this case, by changing the second bias error correction value so as to follow the change (fluctuation) of the second moving average value and updating it as needed, the second bias error that fluctuates with changes in the running state, etc. can be sufficiently suppressed by using the updated second bias error correction value.

[0020] In this way, according to the first aspect, it is possible to suppress the influence of disturbances to ensure the stability of the second bias error correction value, while the second bias error that fluctuates with changes in the driving conditions, etc., can be sufficiently suppressed by using the appropriately updated second bias error correction value, thereby achieving unprecedented high-performance display control.

[0021] In a second aspect dependent on the first aspect, the second bias error correction value setting unit may hold the latest second bias error correction value even after updating when a difference between the second moving average value and the latest second bias error correction value does not exceed the predetermined threshold value, calculate the updated second bias error correction value by subtracting the predetermined threshold value from the second moving average value when the difference between the second moving average value and the latest second bias error correction value exceeds the predetermined threshold value and the second moving average value is larger than the latest bias error correction value, and calculate the updated second bias error correction value by adding the predetermined threshold value to the second moving average value when the second moving average value is smaller than the latest second bias error correction value.

[0022] In the second aspect, the setting (updating) aspect of the second bias error correction value in the second bias error correction value setting unit is clarified. The setting manner (updating manner) of the second bias error correction value includes a manner in which the latest second bias error correction value is held (maintained) without being changed, a manner in which a threshold value is added to the latest second bias error correction value to update it, and a manner in which a threshold value is subtracted from the latest second bias error correction value to update it. When the difference between the second moving average value and the latest second bias error correction value does not exceed a predetermined threshold, the immediately preceding latest second bias error correction value is held (maintained). When the difference between the second moving average value and the latest second bias error correction value exceeds a predetermined threshold, for example, assuming that when the second moving average value changes by Δd, the latest second bias error correction value also changes by Δd in the same direction (increasing or decreasing direction), the difference between the second moving average value and the latest second bias error correction value is always maintained at a value equal to the threshold, and while maintaining this state, the latest second bias error correction value changes following the change in the second moving average value, and the second bias error correction value after the change (updated) is appropriately adopted as a new latest second bias error correction value.

[0023] At this time, the difference between the second moving average value and the latest second bias error correction value is always equal to the threshold value. Therefore, when the second moving average value is greater than the latest bias error correction value, the updated second bias error correction value can be calculated by subtracting the threshold value from the second moving average value. When the second moving average value is smaller than the latest bias error correction value, it is possible to calculate the updated second bias error correction value by adding a threshold value to the second moving average value. Therefore, it is possible to easily and quickly generate the updated second bias error correction value at any time.

[0024] In a third aspect dependent on the first or second aspect, a second moving average period as a calculation period of the second moving average value may be set to be longer than a first moving average period as a calculation period of the first moving average value.

[0025] In a third aspect, the second moving average period (a period for calculating the second moving average value while the vehicle is traveling) is set to be longer than the first moving average period (a period for calculating the first moving average value while the vehicle is stopped). The moving average value can be calculated, for example, by taking an arithmetic average of a plurality of pieces of time-series data during a moving average period. When the moving average period is long, the number of data items to be averaged is greater than when the moving average period is short, and the degree of data smoothing increases. In this case, even if the data temporarily fluctuates significantly due to a disturbance, the fluctuation is suppressed by smoothing, and the level fluctuation of the moving average value can be suppressed more effectively.

[0026] While the vehicle is traveling, the vibration information (angular velocity, etc.) on which the second moving average is calculated often undergoes sudden and large fluctuations due to disturbances.

[0027] Therefore, in this embodiment, the second moving average period is set to be long. This further suppresses fluctuations in the second moving average value, and increases its stability. As a result, the second bias error correction value becomes more resistant to disturbances.

[0028] In a fourth aspect dependent on any one of the first to third aspects, a period of the second update timing may be set to be longer than a period of the first update timing.

[0029] In a fourth aspect, the period of the second timing at which the second bias error correction value is updated (set) while the vehicle is traveling is set to be longer than the period of the first timing at which the first bias error correction value is updated (set) while the vehicle is stopped.

[0030] Here, a certain length of unit period is assumed on the time axis. If the cycle of updating (setting) the second bias error correction value is lengthened, the frequency of updating (setting) within the unit period decreases, and thus the change in the second bias error correction value accompanying the updating (setting) is suppressed, and the stability increases. As a result, the second bias error correction value becomes more resistant to disturbances.

[0031] In a fifth aspect which is dependent on any one of the first to fourth aspects, the bias error correction unit may correct the vibration information during the traveling period of the vehicle using the second bias error correction value acquired during the traveling period of the vehicle, the vehicle attitude fluctuation amount calculation unit may calculate an amount of fluctuation in the attitude of the vehicle based on the corrected vibration information during the traveling period of the vehicle, and the display correction unit may change at least one of a position and a size of the image to correspond to the calculated amount of fluctuation in the attitude of the vehicle during the traveling period of the vehicle.

[0032] According to this aspect, during the period in which the vehicle is traveling, an appropriate bias error correction value in which fluctuations due to external disturbances are suppressed is obtained, the bias error correction value is used to correct vibration information (angular velocity, etc.), the amount of fluctuation in the attitude of the vehicle during the traveling period is calculated (detected), and further, during the traveling period, the position of the image, etc. can be accurately corrected to correspond to the amount of fluctuation in the attitude.

[0033] This makes it possible to effectively suppress the fluctuation of the bias error that occurs while the vehicle is traveling, as appropriate, during the traveling period, thereby achieving unprecedented high-performance display control.

[0034] In a sixth aspect dependent on any one of the first to fifth aspects, the vibration information of the vehicle may be angular velocity or acceleration information in at least one of pitching and rolling of the vehicle.

[0035] According to the sixth aspect, the angular velocity or acceleration, which is vibration information, can be accurately corrected using the latest bias error correction value, and thus it is possible to detect (measure) posture fluctuations such as pitching and rolling with higher accuracy.

[0036] In a seventh aspect dependent on any one of the first to sixth aspects, the second bias error correction value setting unit may have a buffer used when calculating a second moving average value, and may clear the buffer when the vehicle is stopped, when the vehicle transitions from a running state to a stopped state, or when a large change exceeding a predetermined standard has occurred in the state of the vehicle.

[0037] In the seventh aspect, a process of clearing the buffer used to calculate the second moving average (e.g., a process of erasing past data stored in the buffer or initializing the buffer) may be performed at an appropriate time. If the buffer is cleared when the vehicle is stopped or when the vehicle transitions from a driving state to a stopped state, a second moving average value corresponding to the vehicle state during the resumed driving period can be obtained when the vehicle resumes driving without relying on past data, and bias error correction can be performed that accurately corresponds to fluctuations in bias error during that driving period. In addition, when there is a large change in the vehicle condition (for example, when the vehicle speed increases suddenly and the temperature inside the vehicle increases rapidly, or when a vehicle traveling on a flat road approaches a steep slope), past data obtained under different conditions is not useful, so by first clearing the buffer, a second moving average value corresponding to the newly occurring vehicle condition can be accurately obtained. Therefore, according to this aspect, the accuracy of image correction can be improved.

[0038] In an eighth aspect, a display device includes the display control device according to any one of the first to seventh aspects, and a display unit in which image display is controlled by the display control device.

[0039] According to the eighth aspect, a high-performance display device can be realized that is capable of appropriately correcting bias error contained in vibration information of the vehicle while the vehicle is traveling, without causing discomfort to vehicle occupants.

[0040] In a ninth aspect dependent on the eighth aspect, the display device may be a head-up display device further having an optical system that projects display light of an image displayed on the display unit onto a projection member provided in the vehicle, and having the function of allowing the occupant to view a virtual image.

[0041] According to the ninth aspect, a high-performance head-up display (HUD) device can be realized that is capable of appropriately correcting bias errors contained in vehicle vibration information without causing discomfort to vehicle occupants.

[0042] In a tenth aspect, a display control method is a display control method for a display device mounted on a vehicle, and includes the steps of: acquiring a bias error correction value for correcting a bias error included in vibration information of the vehicle during a stopped period of the vehicle; correcting the vibration information based on the bias error correction value; calculating an amount of variation in an attitude of the vehicle based on the corrected vibration information; and changing at least one of a position and a size of the image so as to correspond to the calculated amount of variation in the attitude of the vehicle, and in the step of acquiring the bias error correction value, During a period, at each arrival of a first update timing, a first moving average of output values ​​of a sensor detecting vibration information of the vehicle is calculated, and a first bias error correction value is set based on the first moving average value. During a running period of the vehicle, at each arrival of a second update timing, a second moving average value of output values ​​of a sensor detecting vibration information of the vehicle is calculated, and when a difference between the second moving average value and a latest second bias error correction value at that time point exceeds a predetermined threshold value, the latest second bias error correction value is changed and updated to follow the second moving average value.

[0043] According to the tenth aspect, it is possible to realize a display control method that can appropriately correct bias error contained in vibration information of the vehicle while the vehicle is traveling, without causing discomfort to vehicle occupants.

[0044] Those skilled in the art will easily understand that the exemplified embodiments according to the present invention can be further modified without departing from the spirit of the present invention. [Brief description of the drawings]

[0045] [Figure 1] FIG. 1 is a diagram showing an example of the configuration of a display control device, a example of the configuration of a display device (a head-up display (HUD device)) using the display control device, and an example of the configuration of a display system. [Diagram 2] FIG. 2 is a flowchart showing a main operation procedure of the display control device. [Diagram 3]FIG. 3(A) is a diagram showing an example of a first moving average period as a calculation period of a first moving average value while the vehicle is stopped, and an example of a first timing and its cycle at which the first bias error correction value is updated (set) while the vehicle is stopped, and FIG. 3(B) is a diagram showing an example of a second moving average period as a calculation period of a second moving average value while the vehicle is moving, and an example of a second timing and its cycle at which the second bias error correction value is updated (set) while the vehicle is moving. [Figure 4] FIG. 4 is a diagram showing an example of a change in the second bias error correction value (a follow-up characteristic to a change in the second moving average value) when the second moving average value changes during a period in which the vehicle is traveling. [Diagram 5] FIG. 5(A) is a diagram showing an example of bias error correction processing when the present invention is not applied, and FIG. 5(B) is a diagram showing an example of bias error correction processing when the present invention is applied. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0046] The best mode described below is used to easily understand the present invention. Therefore, those skilled in the art should be aware that the present invention is not unduly limited by the mode described below.

[0047] In the following, a bias error correction process will be described in a case where the image position is corrected in response to pitching or rolling of a vehicle, but this is merely an example and the present invention is not limited to this.

[0048] Vehicle pitching is a state in which the vehicle rotates back and forth around its left-right axis (an axis that passes through the center of the vehicle (e.g., the center of gravity) and extends in the left-right direction of the vehicle), causing a so-called vertical sway, and the vehicle's posture becomes tilted forward or backward.

[0049] Vehicle rolling is a state in which the vehicle rotates left and right around the front-to-rear axis (an axis that passes through the center of the vehicle (e.g., the center of gravity) and extends in the fore-and-aft direction of the vehicle), causing a so-called lateral sway, and the vehicle's posture becomes tilted to the left or right.

[0050] In FIG. 1, the X direction indicates the left-right direction of the vehicle, the Y direction indicates the height direction of the vehicle, and the Z direction indicates the front-rear direction (front or rear) of the vehicle.

[0051] (First embodiment) Please refer to Fig. 1. Fig. 1 is a diagram showing an example of the configuration of a display control device, a display device (head-up display (HUD device)) using the display control device, and a display system.

[0052] The HUD device 100 projects (projects) display light of an image onto the windshield 2 of the vehicle 1, and causes a portion of the reflected light of the display light to be incident on the eye (viewpoint) 6 of an occupant (driver or passenger) 5 of the vehicle 1, thereby displaying an image (virtual image) V on a virtual image display surface PS that is virtually set in front of the vehicle 1 (in the Z direction).

[0053] The HUD device 100 has a processor (display control device) 36, an image processing unit 80, a light source unit 24 (including a display unit 22 having a flat panel display or the like), a plane mirror 26 and a curved mirror (concave mirror, etc.) 28 as an optical system, a rotation mechanism (including an actuator) 30 that rotates the curved mirror (concave mirror, etc.) 28, a curved mirror rotation control unit 31 that controls the rotation of the curved mirror 28, an input interface (input IF) 32, and a drawing memory 65.

[0054] The vehicle 1 is also provided with a gyro sensor 12 (including a roll angular velocity sensor 9 and a pitch angular velocity sensor 11) and a vehicle ECU (Electronic Control Unit) 13. In the following description, the gyro sensor 12 may be simply referred to as a "sensor."

[0055] The processor (display control device) 36 is a display control device mounted on the vehicle 1 and controls the image display of the display device (HUD device) 100 that allows an occupant (viewer) 5 aboard the vehicle 1 to view an image (virtual image) V.

[0056] This processor (display control device) 36 has a vehicle state determination unit 38 that determines the state of the vehicle 1 (e.g., moving / stopped), a vehicle vibration information acquisition unit 40 that acquires vibration information of the vehicle 1 (angular velocity information in this case), a bias error correction value acquisition unit 41, a bias error correction unit 51, a vehicle attitude variation calculation unit 52, a display correction amount calculation unit 53, and a display correction unit 54.

[0057] The bias error correction value acquisition unit 41 acquires a bias error correction value for correcting a bias error included in the vibration information acquired during at least one of a stopped period and a traveling period of the vehicle 1.

[0058] The processor (display control device) 36 in FIG. 1 can correct the bias error not only while the vehicle 1 is stopped, but also while the vehicle 1 is traveling.

[0059] In the following explanation, for convenience of explanation, the bias error correction value acquired during the period when the vehicle 1 is stopped will be referred to as the "first bias error correction value," and the bias error correction value acquired during the period when the vehicle 1 is traveling will be referred to as the "second bias error correction value," and the two will be treated separately.

[0060] The bias error correction unit 51 corrects the vibration information (angular velocity, etc.) based on the acquired bias error correction value (first or second bias error correction value).

[0061] The vehicle attitude fluctuation amount calculation unit 52 calculates (detects) the amount of fluctuation in the attitude of the vehicle 1 based on the corrected vibration information.

[0062] The display correction amount calculation unit 53 calculates a correction amount of the image (a correction amount (change amount) of at least one of the image position and size) corresponding to the calculated amount of change in the attitude of the vehicle 1.

[0063] The display correction unit 54 changes (corrects) at least one of the position and size of the image so as to correspond to the calculated amount of change in the attitude of the vehicle 1.

[0064] The bias error correction value acquisition unit (bias error correction value determination unit) 41 has, as a configuration related to bias error correction during a stopped period of the vehicle 1, a first moving average calculation unit 42 that acquires (calculates) a first moving average value of the output value of the sensor (gyro sensor) 12 that detects vibration information of the vehicle 1 each time a first update timing arrives during the stopped period of the vehicle 1, and a first bias error correction value setting unit 43 that sets a first bias error correction value based on the first moving average value.

[0065] The first bias error correction value setting unit 43 outputs the set first bias error correction value CR 1 , and this first bias error correction value CR 1 is supplied to a bias error correction unit 51 .

[0066] During the stop period of the vehicle 1, the vibration of the vehicle 1 is sufficiently small, and the input of the sensor (gyro sensor) 12 that detects the angular velocity, etc., can be regarded as substantially zero. Therefore, if the moving average value (first moving average value) of the sensor output value at this time is non-zero, the first moving average value indicates a bias error. When the bias error during the stop period of the vehicle 1 is detected, the bias error can be corrected by subtracting (or adding) the bias error from the sensor output. In other words, once the bias error (first moving average value) is determined, the first bias error correction value is also uniquely determined. Therefore, the first bias error correction value setting unit 43 sets the first bias error correction value based on the first moving average value during the stop period of the vehicle 1.

[0067] Further, as a configuration related to bias error correction during the traveling period of the vehicle 1, a second bias error correction value setting unit 44 (indicated by a dashed rectangle in the drawing) is provided.

[0068] The second bias error correction value setting unit 44 includes a second moving average calculation unit 45 (having a buffer BF used for calculating the second moving average) which acquires (calculates) a second moving average value of the output value of the sensor (gyro sensor) 12 which detects vibration information of the vehicle 1 at each second update timing during the traveling period of the vehicle 1, a difference detection unit 47 which detects a difference between the second moving average value and the latest second bias error correction value at that time point (in other words, the second bias error correction value held in a holding unit 46 described later), an update necessity determination unit 49 which determines whether or not the latest second bias error correction value needs to be updated, a second bias error correction value update unit 50 which, when it is determined that the update is necessary, changes and updates the latest second bias error correction value so as to follow the change in the second moving average value, and a holding unit (for example, a buffer such as a register) 46 which holds the updated second bias error correction value as a new latest second bias error correction value.

[0069] Here, when the difference (difference) detected by the difference detection unit 47 exceeds a predetermined threshold (in FIG. 1, for convenience of explanation, reference numeral 48 is given thereto; hereinafter, this may be simply referred to as the "threshold"), the update necessity determination unit 49 determines that the latest second bias error correction value needs to be updated (a specific example of this point will be described later with reference to FIG. 4).

[0070] The second bias error correction value update unit 50 included in the second bias error correction value setting unit 44 outputs the updated (set) second bias error correction value CR2, and this second bias error correction value CR2 is supplied to the bias error correction unit 51 at any time.

[0071] With this configuration, when the difference detected by the difference detection unit 47 exceeds a predetermined threshold value (symbol 48), the second bias error correction value setting unit 44 can change the latest second bias error correction value to follow the second moving average value, thereby updating the latest second bias error correction value at any time.

[0072] Therefore, the processor (display control device) 36 in FIG. 1 can correct the bias error not only while the vehicle 1 is stopped, but also while the vehicle 1 is traveling.

[0073] During the traveling period of the vehicle 1, for example, "the bias error correction value calculated during the most recent past stopped period" is set as the "latest second bias error correction value", and this "latest second bias error correction value" is changed so as to follow the fluctuation of the second moving average value and updated as appropriate, thereby acquiring a bias error correction value (second bias error correction value CR2) that can be used during the traveling period of the vehicle. In other words, the second bias error correction value setting unit 44 has "a function of changing and updating the latest second bias error correction value so as to follow the second moving average value".

[0074] However, if the latest second bias error correction value is simply changed to follow the second moving average value, for example, when the second moving average value fluctuates finely due to the influence of a disturbance (vibration that becomes noise), the second bias error correction value will be updated to sequentially follow the fluctuation caused by the disturbance (vibration that becomes noise). In this case, there arises a problem that it is difficult to ensure the stability of the second bias error correction value.

[0075] Therefore, in this embodiment, "when the difference between the second moving average value and the latest second bias error correction value at that time exceeds a predetermined threshold value (reference number 48), the latest second bias error correction value is changed and updated so as to follow the second moving average value." In this case, a dead zone is formed using the threshold value.

[0076] In other words, even if the second moving average value temporarily fluctuates due to disturbance, the second bias error correction value is maintained (held) without being updated unless the difference between the second moving average value and the latest second bias error correction value exceeds a predetermined threshold value (reference number 48). In other words, a dead zone of a predetermined width is formed by the threshold value. Even if a large number of small fluctuations occur in the second bias error due to disturbances, for example, the second bias error correction value does not change in response to such small fluctuations. Therefore, the second bias error correction value becomes resistant to disturbances and its stability is ensured.

[0077] On the other hand, when an actual change occurs in the driving condition or driving environment of vehicle 1 while vehicle 1 is driving, causing a change in the second moving average value, the change is generally considered to be continuous (not temporary) and to be a relatively large change, and therefore, it is considered that the change in which the difference between the second moving average value and the latest second bias error correction value exceeds a predetermined threshold value (symbol 48) will often continue for a certain period of time.

[0078] Therefore, in this case, by changing the second bias error correction value so as to follow the change (fluctuation) of the second moving average value and updating it as needed, the second bias error that fluctuates with changes in the running state, etc. can be sufficiently suppressed by using the updated second bias error correction value.

[0079] In other words, the second bias error correction value setting unit 44 has a tracking loop (formed by the components denoted by the above reference numerals 45 to 50) that suppresses the tracking sensitivity to the second moving average value while appropriately tracking fluctuations exceeding a threshold value and updating the second bias error correction value as needed.

[0080] The operation of this tracking loop makes it possible to ensure stability against disturbances while also achieving practical tracking performance by updating the bias error correction value as needed in response to changes in the bias error caused by the vehicle state, etc.

[0081] In this manner, according to the processor (display control device) 36 of FIG. 1, it is possible to suppress the influence of disturbances to ensure the stability of the second bias error correction value, while the second bias error that fluctuates with changes in the driving conditions, etc., can be sufficiently suppressed by using the appropriately updated second bias error correction value, thereby realizing unprecedented high-performance display control.

[0082] Next, reference is made to Fig. 2. Fig. 2 is a flowchart showing the main operation procedure of the display control device.

[0083] In step S1, vibration information of the vehicle is acquired. In step S2, the vehicle state (here, whether the vehicle is moving or stopped) is determined.

[0084] In step S3, if the vehicle is stopped (in other words, if Y), the process proceeds to step S4, and if N, the process proceeds to step S6.

[0085] In step S4, a first moving average value of vibration information (angular velocity, etc.) is calculated during a first moving average period (note that the first moving average period will be described later).

[0086] In step S5, a first bias error correction value is set based on the first moving average value.

[0087] In step S6, a second moving average value of the vibration information (angular velocity, etc.) is calculated during the second moving average period.

[0088] In step S7, the difference between the second moving average value and the latest second bias error correction value is calculated.

[0089] In step S8, it is determined whether the absolute value of the difference between the second moving average value and the latest second bias error correction value (simply described as the "latest correction value" in FIG. 2) exceeds a predetermined threshold value. If the answer is Y in step S8, the process proceeds to step S9, and if the answer is N, the process proceeds to step S10.

[0090] In step S9, it is determined whether the difference obtained by subtracting the latest second bias error correction value (latest correction value) from the second moving average value is greater than zero. In other words, it is determined whether the second moving average value is larger than the latest second bias error correction value (latest correction value).

[0091] If Y in step S9, then in step S11, the threshold value is subtracted from the second moving average value to calculate an updated second bias error correction value.

[0092] If the answer is N in step S9, then in step S12, a threshold value is added to the second moving average value to calculate an updated second bias error correction value.

[0093] As described above, in a case where the difference between the second moving average value and the latest second bias error correction value exceeds a predetermined threshold value, for example, when the second moving average value changes by Δd, assuming that the latest second bias error correction value also changes by Δd in the same direction (increasing or decreasing direction), the difference between the second moving average value and the latest second bias error correction value is always maintained at a value equal to the threshold value, and while maintaining this state, the latest second bias error correction value changes following the change in the second moving average value, and the second bias error correction value after the change (updated) is appropriately adopted as a new latest second bias error correction value.

[0094] At this time, the difference between the second moving average value and the latest second bias error correction value is always equal to the threshold value, so when the second moving average value is larger than the latest bias error correction value (when step S11 is performed), the updated second bias error correction value can be calculated by subtracting the threshold value from the second moving average value, and when the second moving average value is smaller than the latest bias error correction value (when step S12 is performed), the updated second bias error correction value can be calculated by adding the threshold value to the second moving average value. Thus, the updated second bias error correction value can be easily and quickly generated at any time.

[0095] Furthermore, when the answer is N in step S8, in other words, when the difference between the second moving average value and the latest second bias error correction value does not exceed a predetermined threshold, the immediately preceding latest second bias error correction value is held (maintained) even after updating in step S10.

[0096] In step S13, the vibration information (angular velocity, etc.) is corrected using the newly acquired first or second bias error correction value.

[0097] In step S14, a termination decision is made. If the answer is Y in step S14, the process terminates, and if the answer is N, the process returns to step S1.

[0098] Next, Fig. 3 will be referred to. Fig. 3(A) is a diagram showing an example of a first moving average period as a calculation period of a first moving average value while the vehicle is stopped, and an example of a first timing and a cycle at which the first bias error correction value is updated (set) while the vehicle is stopped, and Fig. 3(B) is a diagram showing an example of a second moving average period as a calculation period of a second moving average value while the vehicle is running, and an example of a second timing and a cycle at which the second bias error correction value is updated (set) while the vehicle is running.

[0099] In FIG. 3(A), a period TA from times t1 to t5 (t2 to t6, t3 to t7, t4 to t8, t5 to t9, t6 to t10, t7 to t11, and so on) indicates a first moving average period as a calculation period of the first moving average value while vehicle 1 is stopped.

[0100] Moreover, points in time p1, p2, p3, p4, p5, p6, and p7 (and so on) indicate first timings at which the first bias error correction value is updated (set) while the vehicle 1 is stopped.

[0101] Moreover, a period TB between points p1 and p2 (p2 and p3, p3 and p4, p4 and p5, p5 and p6, p6 and p7, and so on) indicates a first timing period.

[0102] In FIG. 3B, a period TC from times t50 to t54 (t51 to t55, t52 to t56, t54 to t58, t55 to t59, and so on) indicates a second moving average period as a calculation period for the second moving average while the vehicle 1 is traveling.

[0103] Moreover, times p51, p52, p53, p54, p55, and p56 indicate second timings at which the second bias error correction value is updated (set) while the vehicle 1 is traveling.

[0104] Moreover, a period TD between points in time p51 and p52 (p52 and p53, p53 and p54, p54 and p55, p55 and p56) indicates a second timing period.

[0105] As is clear from Figures 3(A) and (B), the second moving average period TC, which is the calculation period for the second moving average value, is set to be longer than the first moving average period TA, which is the calculation period for the first moving average value.

[0106] The moving average can be calculated by, for example, taking the arithmetic average of a plurality of time-series data during a moving average period. When the moving average period is long, the number of data to be averaged is greater than when the moving average period is short, and the degree of data smoothing increases. In this case, even if the data temporarily fluctuates significantly due to a disturbance, the fluctuation is suppressed by smoothing, and the level fluctuation of the moving average can be more effectively suppressed.

[0107] While the vehicle 1 is traveling, the vibration information (angular velocity, etc.) on which the second moving average is calculated often undergoes sudden and large fluctuations due to disturbances.

[0108] By setting the second moving average period TC longer than the first moving average period TA, the fluctuation of the second moving average value is further suppressed and the stability is increased, so that the second bias error correction value can be made more resistant to disturbances.

[0109] Also, as is clear from Figures 3(A) and (B), the period TD of the second timing at which the second bias error correction value is updated (set) while the vehicle 1 is traveling is set to be longer than the period TB of the first timing at which the first bias error correction value is updated (set) while the vehicle 1 is stopped.

[0110] Here, a certain length of unit period is assumed on the time axis. If the period TD of updating (setting) the second bias error correction value is lengthened, the frequency of updating (setting) within the unit period decreases, and thus the change in the second bias error correction value accompanying the updating (setting) is suppressed, and the stability increases. As a result, the second bias error correction value can be made more resistant to disturbances.

[0111] Next, reference is made to Fig. 4. Fig. 4 is a diagram showing an example of a change in the second bias error correction value (a follow-up characteristic to a change in the second moving average value) when the second moving average value changes during a period in which the vehicle is traveling. In FIG. 4, the "threshold value (predetermined threshold value)" is denoted by the symbol "Vth" for the sake of convenience.

[0112] In FIG. 4, the trajectory of the latest second bias error correction value Q1 (the second bias error correction value used to correct the bias error while the vehicle 1 is traveling) on ​​the time axis is indicated by a thick dashed line. Moreover, the locus of change on the time axis of the second moving average value Q2 (a moving average value calculated by taking the moving average of the output values ​​of the sensor while the vehicle 1 is traveling) is indicated by a thick solid line. In addition, the value obtained by adding the threshold value Vth to the second bias error correction value Q1 is written as "Q1+Vth", and the trajectory of this "Q1+Vth" on the time axis is shown by a dashed line. Moreover, the value obtained by subtracting the threshold value Vth from the second bias error correction value Q1 is written as "Q1-Vth," and the locus of this "Q1-Vth" on the time axis is shown by a two-dot chain line.

[0113] In A-1 of FIG. 4, the period from time t0 to t200 is referred to as "period TE." The second moving average value Q2 is constant from time t0 to t100, but increases continuously from time t100 to t200. However, since the difference with the second bias error correction value Q1 does not exceed the threshold value vth, the second bias error correction value Q1 is held (maintained) at the previous value from time t100 to t200.

[0114] In A-2 of FIG. 4, the period from time t200 to t300 is referred to as "period TF," and the period from time t300 to t400 is referred to as "period TG." Between time t200 and t300, the second moving average value Q2 rises (increases) continuously. As the second moving average value Q2 rises (increases), the difference between the second moving average value Q2 and the second bias error correction value Q1 exceeds the threshold value vth. Therefore, between time t200 and t300, the second bias error correction value Q1 rises (increases) following the second moving average value Q2, which continues to rise (increase). At this time, the difference (difference) between the second bias error correction value Q1 and the second moving average value Q2 is the threshold value vth. In other words, the second bias error correction value Q1 keeps changing in the same direction (increasing direction) as the second moving average value Q2 while keeping the difference from the second bias error correction value Q1 at the threshold value vth.

[0115] Between times t300 and t400, the second moving average value Q2 stops increasing and remains at the same value. As a result, the difference with the second bias error correction value Q1 does not exceed the threshold value vth, and therefore the second bias error correction value Q1 stops increasing and remains at the same value. In other words, the second bias error correction value Q1 is "Q2-vth."

[0116] In A-3 of FIG. 4, the period from time t400 to t500 is referred to as "period TH." Between times t400 and t500, the second moving average value Q2 continuously decreases (drops). However, since the difference with the second bias error correction value Q1 does not exceed the threshold value vth, the second bias error correction value Q1 does not change and remains the same value (the same value as A-2 in FIG. 4).

[0117] In A-4 of FIG. 4, the period from time t500 to t600 is referred to as a "period TI," and the period from time t600 to t700 is referred to as a "period TJ." Between times t500 and t600, the second moving average value Q2 continuously decreases (falls). As the second moving average value Q2 decreases (falls), the difference between the second moving average value Q2 and the second bias error correction value Q1 exceeds the threshold value vth, so that the second bias error correction value Q1 decreases (falls) following the second moving average value Q2, which continues to decrease (fall), between times t500 and t600. At this time, the difference (difference) between the second bias error correction value Q1 and the second moving average value Q2 is the threshold value vth. In other words, the second bias error correction value Q1 keeps changing in the same direction (downward direction) as the second moving average value Q2 while keeping the difference between the second bias error correction value Q1 and the second moving average value Q2 at the threshold value vth.

[0118] Between time t600 and t700, the second moving average value Q2 stops decreasing and remains at the same value. As a result, the difference with the second bias error correction value Q1 does not exceed the threshold value vth, and therefore the second bias error correction value Q1 stops decreasing and remains at the same value. In other words, the second bias error correction value Q1 becomes "Q2+vth".

[0119] Here, attention is focused on the relative positional relationship between the second bias error correction value Q1 and the second moving average value Q2 in A-4 of FIG. 4 (in other words, the tracking characteristic of the second bias error correction value Q1 with respect to the fluctuation of the second moving average value Q2).

[0120] As indicated by the thick solid line in A-4 of FIG. 4, during the traveling period of the vehicle 1, the second moving average value Q2 changes in an upwardly convex mountain shape from time t0 to t700, and the amplitude of the fluctuation is fairly large.

[0121] In contrast to this, as indicated by the thick dashed line, the second bias error correction value Q1 also follows the fluctuation of the second moving average value Q2, and basically exhibits an upwardly convex mountain-like change.

[0122] However, the amplitude of the fluctuation is kept considerably low, and in this respect, the stability of the second bias error correction value Q1 is improved.

[0123] Furthermore, from time t400 to t500, the second moving average value Q2 decreases (drops), but the difference between it and the second bias error correction value Q1 does not exceed the threshold value (Vth), so the second bias error correction value Q1 does not change, and in this respect, a limit is imposed on the tracking characteristic of the second bias error correction value Q1.

[0124] In other words, even if a large number of small fluctuations occur in the second moving average value Q2 due to a disturbance, if the difference between the second moving average value Q2 and the second bias error correction value Q1 does not exceed the threshold value (Vth), tracking of the second bias error correction value Q1 is prohibited and the previous value is maintained. This enhances the stability of the second bias error correction value Q1 against disturbances, thereby reliably suppressing unnecessary fluctuations in the second bias error correction value Q1, and thus preventing unnecessary changes in the position and size of the image.

[0125] On the other hand, when a large change occurs in the second moving average value Q2 such that the difference between it and the second bias error correction value Q1 exceeds the threshold value (Vth), the second bias error correction value Q1 changes in the same direction following the change, so that it is possible to adaptively respond to the change in bias error during the running period and reliably suppress the bias error during the running period.

[0126] Therefore, when the bias error varies while the vehicle 1 is traveling, the display position of the image can be appropriately corrected while the vehicle 1 is traveling, and discomfort felt by the passenger (viewer) can be suppressed.

[0127] Next, reference is made to Fig. 5. Fig. 5(A) is a diagram showing an example of bias error correction processing when the present invention is not applied, and Fig. 5(B) is a diagram showing an example of bias error correction processing when the present invention is applied.

[0128] In FIGS. 5(A) and 5(B), the vehicle 1 is in a traveling state from time ta to time tb, the vehicle 1 is in a stopped state from time tb to time tc, and the vehicle 1 is in a traveling state from time tc onward.

[0129] 5A, during the traveling period from time ta to time tb and after time tc, the bias error fluctuates, but the bias error correction value (second bias error correction value) is not updated. During the stopping period from time tb to time tc, the bias error correction value (first bias error correction value) is updated (step S21), and bias error correction is performed based on the updated bias error correction value (first bias error correction value) (step S22).

[0130] In the example of Fig. 5(A) to which the present invention is not applied, the bias error correction value (first bias error correction value) is updated only during the stopping period. For example, when the traveling state continues for a long time, the bias error may vary considerably due to the change in the surrounding environment or the traveling state during the traveling period.

[0131] In this case, the bias error correction value (first bias error correction value) updated during the most recent stopped period may not be able to accommodate the bias error newly occurring during that traveling period, and it may be assumed that appropriate bias error correction cannot be performed.

[0132] In the example of FIG. 5(B) to which the present invention is applied, fluctuations in bias error occur during the traveling period from time ta to tb and after time tc, but the bias error correction value (second bias error correction value) changes in accordance with this change in bias error (however, the tracking sensitivity is suppressed to improve stability against disturbances: step S31), and appropriate bias error correction is performed based on the bias error correction value (second bias error correction value) updated in this way (step S32).

[0133] In other words, during the traveling period of the vehicle 1, an appropriate bias error correction value in which fluctuations due to disturbances are suppressed can be acquired, and the vibration information (angular velocity, etc.) can be appropriately corrected using the bias error correction value.

[0134] In other words, the amount of change in the attitude of the vehicle 1 during the traveling period can be detected, and further, the position of the image, etc. can be appropriately corrected during the traveling period so as to correspond to the amount of change in the attitude.

[0135] This makes it possible to appropriately and effectively suppress the fluctuation in bias error that occurs while the vehicle 1 is traveling, during the traveling period. Therefore, unprecedented high-performance display control is realized.

[0136] Also, in the example of FIG. 5(B), similarly to the example of FIG. 5(A), during the stopping period (time tb to tc), the bias error correction value is updated (step S21), and bias error correction based on the updated bias error correction value may be performed (step S22).

[0137] In this way, in the example of FIG. 5(B), it is possible to update the bias error correction value (the second bias error correction value) and perform bias error correction based on the updated bias error correction value not only during a stopped period but also during a traveling period, and it is possible to suppress positional deviation of an image during a traveling period, etc.

[0138] Second embodiment In this embodiment, the buffer BF provided in the second moving average calculation unit 45 shown in FIG. 1 is cleared as appropriate in accordance with the state of the vehicle.

[0139] As described above, in the processor (display control device) 36 of FIG. 1, the second bias error correction value setting unit 44 has a second moving average calculation unit 45 equipped with a buffer used when calculating the second moving average value.

[0140] Here, when the vehicle 1 is stopped, or when the vehicle 1 transitions from a running state to a stopped state, or when it is detected that there has been a significant change in the state of the vehicle 1 that exceeds a predetermined standard, it is preferable to carry out a process of clearing the buffer BF (for example, a process of erasing past data stored in the buffer BF or initializing the buffer).

[0141] If the buffer is cleared when vehicle 1 is stopped or when vehicle 1 transitions from a driving state to a stopped state, when the vehicle resumes driving, a second moving average value corresponding to the state of vehicle 1 during the resumed driving period can be obtained without relying on past data, and bias error correction can be performed that accurately responds to fluctuations in the bias error (second bias error) during that driving period.

[0142] In addition, when there is a large change in the condition of vehicle 1 (for example, when the vehicle speed increases suddenly and the temperature inside the vehicle increases suddenly, or when vehicle 1 which has been traveling on a flat road approaches a steep slope), past data obtained under different conditions is not useful, so by first clearing buffer BF, a second moving average value corresponding to the newly occurring condition of vehicle 1 can be accurately obtained. Therefore, according to this embodiment, it is possible to improve the accuracy of image correction.

[0143] Thus, according to an embodiment of the present invention, when the bias error fluctuates while the vehicle is traveling, the display position of the image can be appropriately corrected while the vehicle is traveling, thereby suppressing discomfort felt by the passengers.

[0144] It is also possible to realize a high-performance display device that is capable of appropriately correcting bias errors contained in vehicle vibration information while the vehicle is traveling, without causing discomfort to vehicle occupants.

[0145] It is also possible to realize a high-performance head-up display (HUD) device that is capable of appropriately correcting bias errors contained in vehicle vibration information without causing discomfort to vehicle occupants.

[0146] Moreover, it is possible to realize a display control method that makes it possible to appropriately correct bias errors contained in vehicle vibration information without causing discomfort to vehicle occupants.

[0147] The display device is broadly interpreted and can be applied to, for example, a head-up display (HUD) device or other display device. As the display device, a liquid crystal display device, a micro LED device, or other various display devices can be used.

[0148] In this specification, the term "vehicle" may be broadly interpreted as a vehicle. Terms related to navigation (e.g., signs, etc.) are also broadly interpreted, taking into consideration the perspective of navigation information in a broad sense that is useful for driving a vehicle. HUD devices also include those used as simulators (e.g., aircraft simulators, simulators as game devices, etc.).

[0149] The present invention is not limited to the above-described exemplary embodiments, and those skilled in the art could easily modify the above-described exemplary embodiments to the extent that they fall within the scope of the claims. [Explanation of symbols]

[0150] 1 Vehicle (own vehicle), 2 Windshield (projected member), 5 Passenger (driver or passenger), 6 Viewpoint (eyes), 9 Roll angular velocity sensor, 11 Pitch angular velocity sensor, 12 Gyro sensor, 13 Vehicle ECU (Electronic Control Unit) a display unit, 22... display unit (such as a flat panel display), 24... light source unit, 26... flat mirror, 28... curved mirror (such as a concave mirror), 30... rotation mechanism for the curved mirror, 31... curved mirror rotation control unit, 32... input interface (input IF), 36... processor (display control device), 38... vehicle state determination unit, 40... vehicle vibration information acquisition unit, 41... bias error correction value acquisition unit, 42... first moving average calculation unit, 43... first bias error correction value setting unit, 44... second bias error correction value setting unit, 45... second moving average calculation unit, 46... first bias error correction value setting unit, 47... second bias error correction value setting unit, 48... second bias error correction value setting unit, 49... Average calculation unit, BF···buffer, 46···holding unit (buffer such as a register), 47···difference detection unit, 48, Vth···threshold value (predetermined threshold value), 49···update necessity determination unit, 50···second bias error correction value update unit, 51···bias error correction unit, 52···vehicle attitude variation amount calculation unit, 53···display correction amount calculation unit, 54···display correction unit, 65···drawing memory, 80···image processing unit, 82···bus, 84···image generation unit, 86···correction unit (image correction unit), 88···output buffer, 100···head-up display device (HUD device).

Claims

1. A display control device that controls image display of a display device mounted on a vehicle and allows a passenger in the vehicle to view an image, a vehicle vibration information acquisition unit that acquires vibration information of the vehicle; a vehicle state determination unit that determines a running state of the vehicle; a bias error correction value acquisition unit that acquires a bias error correction value that corrects a bias error included in the acquired vibration information during at least one of a stopped period and a traveling period of the vehicle; a bias error correction unit that corrects the vibration information based on the acquired bias error correction value; a vehicle attitude fluctuation amount calculation unit that calculates an amount of fluctuation in the attitude of the vehicle based on the corrected vibration information; a display correction unit that changes at least one of a position and a size of the image so as to correspond to the calculated amount of change in the attitude of the vehicle; having The bias error correction value acquisition unit is a first bias error correction value setting unit that acquires a first moving average value of an output value of a sensor that detects vibration information of the vehicle at each first update timing during a stopped period of the vehicle, and sets a first bias error correction value based on the first moving average value; a second bias error correction value setting unit that acquires a second moving average value of an output value of a sensor that detects vibration information of the vehicle at each second update timing during a traveling period of the vehicle, and updates the latest second bias error correction value by changing it so as to follow the second moving average value when a difference between the second moving average value and a latest second bias error correction value at that time exceeds a predetermined threshold value; A display control device having the above configuration.

2. The second bias error correction value setting unit if the difference between the second moving average value and the latest second bias error correction value does not exceed the predetermined threshold, the latest second bias error correction value is held even after updating; When the difference between the second moving average value and the latest second bias error correction value exceeds the predetermined threshold value, when the second moving average value is greater than the latest second bias error correction value, calculating an updated second bias error correction value by subtracting the predetermined threshold value from the second moving average value; when the second moving average value is smaller than the latest second bias error correction value, calculating an updated second bias error correction value by adding the predetermined threshold value to the second moving average value; The display control device according to claim 1 .

3. a second moving average period as a calculation period of the second moving average value is set to be longer than a first moving average period as a calculation period of the first moving average value; The display control device according to claim 1 .

4. The cycle of the second update timing is set to be longer than the cycle of the first update timing. The display control device according to claim 1 .

5. the bias error correction unit corrects the vibration information during a period in which the vehicle is traveling by using the second bias error correction value acquired during a period in which the vehicle is traveling; the vehicle attitude fluctuation amount calculation unit calculates an amount of fluctuation in the attitude of the vehicle based on the corrected vibration information during a period in which the vehicle is traveling; The display correction unit changes at least one of a position and a size of the image so as to correspond to an amount of change in the attitude of the vehicle detected during a period in which the vehicle is traveling. The display control device according to claim 1 .

6. The vibration information of the vehicle is angular velocity or acceleration information in at least one of pitching and rolling of the vehicle. The display control device according to claim 1 .

7. The second bias error correction value setting unit has a buffer used when calculating a second moving average value, clearing the buffer when the vehicle is stopped, when the vehicle transitions from a running state to a stopped state, or when a significant change in the state of the vehicle exceeding a predetermined criterion is detected; The display control device according to claim 1 .

8. A display control device according to any one of claims 1 to 7, a display unit in which image display is controlled by the display control device; A display device having the above configuration.

9. The display device includes: The head-up display device further includes an optical system that projects a display light of an image displayed on the display unit onto a projection target member provided in the vehicle, and has a function of allowing the passenger to visually recognize a virtual image. The display device according to claim 7.

10. A display control method for a display device mounted on a vehicle, comprising: acquiring a bias error correction value for correcting a bias error included in vibration information of the vehicle during a stopped period of the vehicle; correcting the vibration information based on the bias error correction value; calculating an amount of change in the attitude of the vehicle based on the corrected vibration information; changing at least one of a position and a size of the image in response to a detected amount of change in the attitude of the vehicle; Including, In the step of acquiring the bias error correction value, a first moving average of an output value of a sensor that detects vibration information of the vehicle is calculated at each first update timing during a stop period of the vehicle, and a first bias error correction value is set based on the first moving average value; a second moving average value of an output value of a sensor that detects vibration information of the vehicle is calculated at each second update timing during a traveling period of the vehicle, and when a difference between the second moving average value and a latest second bias error correction value at that time exceeds a predetermined threshold value, the latest second bias error correction value is changed so as to follow the second moving average value and updated. Display control method.

Images