Display control device, display control method, and computer program

Abstract

The lighting status of in-vehicle displays, including the meter display, can be adjusted according to the vehicle user's preferences. [Solution] The display control device controls at least one display 6 in the vehicle and includes a visibility adjustment unit 35 that reduces the visibility of at least one display in response to user input from the vehicle user. At least one display includes a meter display 62.

Description

[[Technical Field]]

[0001] The present invention relates to a display control device, a display control method, and a computer program. [[Background Art]]

[0002] Patent Document 1 discloses that, in order to allow a vehicle user to have a comfortable sleep in the vehicle compartment, when a nap state is detected, an air conditioner of the vehicle is controlled to a state suitable for a nap. [[Prior Art Documents]] [[Patent Documents]]

[0003] [[Patent Document 1]] Japanese Unexamined Patent Publication No. 2023-031630 [[Summary of the Invention]] [[Problem to be Solved by the Invention]]

[0004] However, the comfort of sleep in the vehicle compartment is affected not only by the air conditioning condition in the vehicle compartment, but also by the lighting condition in the vehicle compartment. For example, lighting from an in-vehicle display may interfere with the sleep of a vehicle occupant. In particular, there is a need to adjust the lighting condition of a meter display that is assumed to be always on.

[0005] In view of the above problem, an object of the present invention is to make it possible to adjust the lighting condition of an in-vehicle display including a meter display in accordance with the desire of a vehicle user. [[Means for Solving the Problem]]

[0006] The gist of the present disclosure is as follows.

[0007] (1) A display control device for controlling at least one display in a vehicle, comprising a visibility adjustment unit that reduces the visibility of the at least one display in response to user input by the user of the vehicle, wherein the at least one display includes a meter display.

[0008] (2) The display control device according to (1) above, wherein the visibility adjustment unit reduces the visibility of the meter display by reducing the brightness of the meter display.

[0009] (3) The display control device according to (1) above, wherein the visibility adjustment unit turns off the meter display by generating a black image on the meter display.

[0010] (4) The display control device according to (1) above, wherein the meter display has multiple layers, and the visibility adjustment unit reduces the visibility of the meter display by generating a black image on some of the multiple layers.

[0011] (5) The display control device described in (4) above, wherein some of the layers do not include a layer on which a telltale is displayed.

[0012] (6) The display control device according to any one of (1) to (5) above, wherein at least one display includes a multimedia display, the user input includes a first user input that instructs the off of a first group of displays including the meter display but not the multimedia display, and a second user input that instructs the off of a second group of displays including the meter display and the multimedia display, and the visibility adjustment unit reduces the visibility of the first group of displays in response to the first user input and reduces the visibility of the second group of displays in response to the second user input.

[0013] (7) The display control device according to (6) above, wherein the visibility adjustment unit restores the visibility of the first display group by the user's operation of the multimedia display when the visibility of the first display group is reduced.

[0014] (8) The display control device according to (6) or (7) above, wherein the visibility adjustment unit restores the visibility of the second display group by the user's operation of the multimedia display when the visibility of the second display group is reduced.

[0015] (9) A display control device according to any one of (1) to (8) above, further comprising a mode setting unit that sets the mode of the vehicle to a state-holding mode that maintains a vehicle state in which power is supplied to the vehicle's air conditioner and the at least one display, but power is not supplied to the vehicle's drivetrain, based on the user's instructions, and the visibility adjustment unit permits a decrease in the visibility of the at least one display only when the mode of the vehicle is set to the state-holding mode.

[0016] (10) A display control method performed by a computer to control at least one display in a vehicle, comprising reducing the visibility of the at least one display in response to user input by a user of the vehicle, wherein the at least one display includes a meter display.

[0017] (11) A computer program for controlling at least one display in a vehicle, wherein the computer causes the computer to reduce the visibility of the at least one display in response to user input by the user of the vehicle, and the at least one display includes a meter display. Advantageous Effects of the Invention

[0018] According to the present disclosure, the illumination state of an in-vehicle display including a meter display can be made adjustable according to the desire of a vehicle user. Brief Description of the Drawings

[0019] [Figure 1] Figure 1 is a schematic configuration diagram of a connected system including a vehicle equipped with a display control device according to the present embodiment. [Figure 2] Figure 2 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] Figure 3 is a diagram schematically showing the interior of a vehicle in front of a driver's seat and a front passenger seat. [Figure 4] Figure 4 is a diagram schematically showing the flow of electric power between electrical components of a vehicle. [Figure 5] Figure 5 is a diagram showing transitions of power states in a vehicle. [Figure 6] Figure 6 is a functional block diagram of a processor of an ECU. [Figure 7] Figure 7 shows an example of a confirmation screen for confirming whether termination of the state holding mode is permitted. [Figure 8] Figure 8 shows an example of a confirmation screen for confirming whether transition of a power state is permitted. [Figure 9] Figure 9 is a flowchart showing a control routine for visibility adjustment processing in the first embodiment of the present invention. [Figure 10] Figure 10 is a diagram showing an example of an execution screen of the state holding mode in the first embodiment. [Figure 11] Figure 11 is a flowchart showing a control routine for visibility adjustment processing in the second embodiment of the present invention. [Figure 12] Figure 12 is a diagram showing an example of an execution screen of the state holding mode in the second embodiment. [Figure 13]Figure 13 is a schematic diagram showing the display of a meter display with multiple layers. [Modes for carrying out the invention]

[0020] Embodiments of the present invention will be described in detail below with reference to the drawings. In the following description, similar components will be given the same reference numerals.

[0021] <First Embodiment> Figure 1 is a schematic diagram of a connected system 1000 including a vehicle 1 equipped with a display control device according to this embodiment. The connected system 1000 comprises a vehicle 1, a mobile terminal 200, and a server 300. The vehicle 1 and the mobile terminal 200 communicate with the server 300 via a wireless base station 400 and a communication network 500, respectively. In this embodiment, the vehicle 1 is a four-wheeled automobile.

[0022] The mobile terminal 200 is owned by the user of vehicle 1 and includes, for example, at least one of a smartphone, tablet, smartwatch, and smart glasses. The mobile terminal 200 has a processor that performs various processing on the mobile terminal 200, input devices (touch panel, operation buttons, microphone, etc.), output devices (display, speaker, etc.), and a communication module. The communication module of the mobile terminal 200 connects the mobile terminal 200 to the communication network 500 via the wireless base station 400 by accessing the wireless base station 400. Communication between the mobile terminal 200 and the wireless base station 400 is performed based on known wireless communication standards (e.g., 3G, LTE, 4G, 5G, 6G, etc.).

[0023] Server 300 is located outside of vehicle 1 and includes a communication interface, storage, memory, processor, etc. Server 300 may be composed of multiple computers. Server 300 is operated, for example, by the manufacturer of vehicle 1 and is also referred to as the center.

[0024] Figure 2 is a schematic 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 mounted on a vehicle 1.

[0025] As shown in Figure 2, 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 conditioner 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, the short-range communication module 3, the brake operation detection sensor 4, the start switch 5, the HMI 6, the air conditioner 7, the PCU 8, and the BMS 9 are electrically connected to the ECU 30 via an in-vehicle network compliant with standards such as CAN (Controller Area Network) or Ethernet.

[0026] The ECU 30 performs various controls on the vehicle 1. As shown in Figure 2, the 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 this embodiment, one ECU 30 is provided, but multiple ECUs may be provided for each function. 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 separate circuits.

[0027] The communication interface 31 has an interface circuit for connecting the ECU 30 to the in-vehicle network. The ECU 30 is connected to other in-vehicle equipment via the communication interface 31. In this embodiment, the communication interface 31 transmits signals received from the wide-area communication module 2, the short-range communication module 3, the brake operation detection sensor 4, the start switch 5, the HMI 6, the PCU 8, and the BMS 9 to the processor 33. The communication interface 31 also transmits signals output from the processor 33 to the wide-area communication module 2, the short-range communication module 3, the HMI 6, the air conditioner 7, the PCU 8, and the BMS 9.

[0028] Memory 32 includes, for example, volatile semiconductor memory (e.g., DRAM (Dynamic Random Access Memory), SRAM (Static Random Access Memory), etc.) and non-volatile semiconductor memory (e.g., ROM (Read Only Memory), EEPROM (Electrically Erasable Programmable Read Only Memory), flash memory, etc.). Memory 32 stores temporary data, computer programs used for various processes by the processor 33 (control programs for the ECU 30), ECU 30 setting data, log data, vehicle information, etc. Memory 32 is an example of a storage unit.

[0029] The processor 33 has one or more CPUs (Central Processing Units) and their peripheral circuits. The processor 33 executes computer programs stored in the memory 32. The processor 33 may also have other arithmetic circuits such as a logic unit, a numerical unit, or a graphics processing unit. The following describes the in-vehicle components connected to the ECU 30.

[0030] The wide-area communication module 2 enables wide-area wireless communication between vehicle 1 and an external location (e.g., server 300). The wide-area communication module 2 connects vehicle 1 to the communication network 500 via the wireless base station 400 by accessing the wireless base station 400. Communication between vehicle 1 and the wireless base station 400 is performed based on known wireless communication standards (e.g., 3G, LTE (Long Term Evolution), 4G, 5G, 6G, etc.). The wide-area communication module 2 is, for example, a data communication module (DCM).

[0031] The short-range communication module 3 enables short-range wireless communication between vehicle 1 and the user's mobile terminal 200. The short-range communication module is a wireless module compliant with short-range communication standards such as BLE (Bluetooth Low Energy®) and NFC (Near Field Communication). The mobile terminal 200 can function as a digital key for vehicle 1 by communicating directly with vehicle 1 via the short-range communication module 3. In other words, the user of vehicle 1 can control the door locks of vehicle 1 using the mobile terminal 200.

[0032] The brake operation detection sensor 4 is installed on the brake pedal 41 of the vehicle 1 and detects the operation of the brake pedal 41 by the user of the vehicle 1. For example, the brake operation detection sensor 4 can be configured as a pressure sensor that detects the pressure applied to the brake pedal 41, an angle sensor that detects the rotation angle or displacement of the brake pedal 41, or an electrical switch that generates an on / off signal in response to the depressing operation of the brake pedal 41. The brake operation detection sensor 4 may also 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 transmitted to the ECU 30.

[0033] Figure 3 is a schematic diagram showing the interior of vehicle 1 in front of the driver's and passenger's seats. Figure 3 shows a right-hand drive vehicle 1. As shown in Figure 3, 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 vehicle 1 (e.g., the driver), specifically near the steering wheel 23 (to the left of the steering wheel 23 in the example in Figure 3). The start switch 5 is, for example, a push-button switch. When the start switch 5 is pressed by the user of vehicle 1, it outputs a signal corresponding to the user's pressing operation. The output of the start switch 5 is transmitted to the ECU 30.

[0034] The HMI 6 is installed inside the vehicle and facilitates the exchange of information between vehicle 1 and its user. The HMI 6 includes an input device that receives input from the user of vehicle 1 and an output device that notifies the user of vehicle 1. The input device includes, for example, at least one of a touch panel, operation buttons, operation switches, and a microphone. Information entered into the HMI 6's input device by the user of vehicle 1 is transmitted to the ECU 30. The output device includes at least one of a display device (e.g., a display), a warning light, a speaker, a buzzer, and a vibration unit. The HMI 6's output device notifies the user of vehicle 1 of information corresponding to signals transmitted from the ECU 30.

[0035] As shown in Figure 3, in this embodiment, the HMI 6 includes a multimedia display (hereinafter referred to as "MM display") 61, a meter display 62, a left-side operation display 63, and a right-side operation display 64. Each of these displays is installed inside the vehicle (specifically near the driver's seat) so that it can be seen by the user of the vehicle 1, and displays various information to the user of the vehicle 1 based on signals transmitted from the ECU 30.

[0036] In this embodiment, the MM display 61 is integrated into the center console, specifically the portion of the dashboard 22 between the driver's and passenger's seats. In this case, the MM display 61 is also referred to as the center display. The MM display 61 is the largest display in the vehicle's interior and displays multimedia information, map information, screens for various settings of the vehicle 1, and the like. The MM display 61 is configured as a touch-panel 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 functions as both an input and output device.

[0037] The meter display 62 is positioned in a location easily visible to the user of vehicle 1 while the vehicle 1 is being driven. Specifically, the meter display 62 is integrated as an instrument panel into the dashboard 22 in front of the steering wheel 23, i.e., the dashboard 22 in front of the driver's seat. The meter display 62 displays status information of vehicle 1, specifically information necessary for driving vehicle 1, such as vehicle speed, the SOC (State of Charge) of the main battery (described later), and warning lights. The meter display 62 functions as an output device and is configured, for example, as an organic EL display.

[0038] The left-side operation display 63 is positioned to 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 to 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 meter display 62, and are positioned symmetrically with respect to a line that divides the steering wheel 23 into left and right halves.

[0039] The left-side operation display 63 is positioned to the left of the steering wheel 23, adjacent to the meter display 62. In this embodiment, the left-side operation display 63 displays a multimedia operation screen (e.g., an audio settings screen). The left-side operation display 63 is configured as a touch-panel type LCD or organic EL display that can be operated by the user of the vehicle 1. Therefore, the left-side operation display 63 functions as both an input and output device.

[0040] The right-side operation display 64 is positioned to the right of the steering wheel 23, adjacent to the meter display 62. In this embodiment, the right-side operation display 64 displays the operation screen for driver assistance functions (for example, the setting screen for Adaptive Cruise Control (ACC)). The right-side operation display 64 is configured as a touch-panel type LCD or organic EL display that can be operated by the user of the vehicle 1. Therefore, the right-side operation display 64 functions as both an input and output device.

[0041] In this embodiment, the left-side operation display 63 is connected to the left end of the meter display 62, and the right-side operation display 64 is connected to the right end of the meter display 62. That is, the left-side operation display 63 and the right-side operation display 64 are integrally formed with the meter display 62. However, the left-side operation display 63 and the right-side operation display 64 may each be separate from the meter display 62.

[0042] The air conditioner (hereinafter referred to as "air conditioner") 7 includes an electric compressor and provides cooling and heating functions. When providing the cooling function, the air conditioner 7 lowers the temperature inside the vehicle by a heat exchange process using a refrigerant, and when providing the heating function, it raises the temperature inside the vehicle by heat pump technology.

[0043] As shown in Figure 2, the PCU8 and BMS9 are electrically connected and can communicate with each other using communication protocols such as CAN. The configuration and functions of the PCU8 and BMS9 will be described with reference to Figure 4.

[0044] Figure 4 is a schematic diagram showing the flow of power between the electrical components of vehicle 1. As shown in Figure 4, vehicle 1 further comprises a motor 10, a reduction gear 11, an axle 12, wheels 13, a main battery 14, a charging port 15, a charger 16, an auxiliary battery 17, auxiliary components 18, an auxiliary relay 19, and a main relay 20.

[0045] In this embodiment, vehicle 1 is a so-called electric vehicle (BEV: Battery Electric Vehicle), and only the motor 10 functions as the drive system for vehicle 1. The motor 10 is connected to a reduction gear 11, and the output of the motor 10 is supplied to the reduction gear 11. The output of the motor 10 supplied to the reduction gear 11 is transmitted to the wheels 13 via the axle 12, driving the wheels 13. Therefore, the motor 10 can output power for the vehicle 1 to move.

[0046] The main battery 14 is a rechargeable secondary battery, consisting of, for example, a lithium-ion battery, a nickel-metal hydride battery, a solid-state battery, or a sodium-ion battery. The main battery 14 is a high-voltage battery and outputs high-voltage (e.g., 200V to 800V) DC power. The main battery 14 is charged by power supplied from an external power source such as a household power supply or a charging station, 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 the drive battery or high-voltage battery.

[0047] When the motor 10 outputs power for driving, the power stored in the main battery 14 is supplied to the motor 10 via the PCU 8. In other words, the main battery 14 functions as the power source for the vehicle 1. The main battery 14 is also connected to the air conditioner 7, and the electric compressor of the air conditioner 7 is operated by the high-voltage power supplied from the main battery 14.

[0048] The BMS9 monitors and manages the main battery 14 and includes a sensor module, a control circuit, etc. The sensor module includes a voltage sensor that detects the voltage of each cell of the main battery 14, a current sensor that detects the charging and discharging current of the main battery 14, and a temperature sensor that detects the temperature of the main battery 14. The control circuit performs state estimation of the main battery 14, charge and discharge control, etc. For example, the control circuit calculates the SOC (State of Charge), SOH (State of Health), and SOP (State of Power) of the main battery 14 based on the output of the sensor module.

[0049] The auxiliary battery 17 is a rechargeable secondary battery, consisting of, for example, a lead-acid battery or a lithium-ion battery. The auxiliary battery 17 is a low-voltage battery and outputs low-voltage (e.g., 12V) DC power. That is, the auxiliary battery 17 outputs power at a lower voltage than the main battery 14. The auxiliary battery 17 is charged by power supplied from the main battery 14. The auxiliary battery 17 is also called a low-voltage battery.

[0050] The auxiliary battery 17 is connected to the auxiliary components 18, which are powered by low-voltage electricity supplied from the auxiliary battery 17. The auxiliary components 18 include communication modules such as the wide-area communication module 2 and the short-range communication module 3, sensors such as the brake operation detection sensor 4, a start switch 5, an HMI 6, lighting devices (headlights, taillights, etc.), power windows, etc.

[0051] An auxiliary relay 19 is provided between the auxiliary battery 17 and the auxiliary components 18. That is, the auxiliary components 18 are connected to the auxiliary battery 17 via the auxiliary relay 19. When the auxiliary relay 19 is closed, the auxiliary battery 17 energizes the auxiliary components 18. As a result, power can be supplied from the auxiliary battery 17 to the auxiliary components 18.

[0052] The PCU8 controls the power of the vehicle 1 and includes an inverter, a DC-DC converter, a boost converter, a control circuit, etc. The inverter is connected to the main battery 14 and the motor 10, and the main battery 14 supplies power to the motor 10 via 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 to AC power. The inverter also controls the rotational speed and output torque of the motor 10 by adjusting the amount and frequency of the AC power supplied to the motor 10. On the other hand, when regenerative power is supplied from the motor 10 to the main battery 14, the inverter converts the AC power supplied from the motor 10 to DC power.

[0053] The DC-DC converter is connected to the main battery 14 and the auxiliary battery 17, and the main battery 14 supplies power to the auxiliary battery 17 via the DC-DC converter. When power is supplied from the main battery 14 to the auxiliary battery 17, the DC-DC converter converts high-voltage power (e.g., 200V to 800V) to low-voltage power (e.g., 12V). The boost converter boosts the output of the main battery 14 as needed. The control circuit performs inverter control, regenerative braking control, etc.

[0054] A main relay 20 is provided between the main battery 14 and the PCU 8. That is, the PCU 8 is connected to the main battery 14 via the main relay 20. When the main relay 20 is closed, the main battery 14 is energized to the PCU 8. As a result, power can be supplied from the main battery 14 to the PCU 8. When power is supplied from the main battery 14 to the PCU 8, the DC-DC converter in the PCU 8 operates, and power can be supplied from the main battery 14 to the auxiliary battery 17 via the PCU 8. That is, the auxiliary battery 17 can be charged by the output power of the main battery 14.

[0055] Figure 5 shows the transitions in the power state of vehicle 1. As shown in Figure 5, vehicle 1 has three power states: power off, occupied, and Ready on. As will be clear from the following explanation, the power state being "occupied" does not necessarily require the user of vehicle 1 (hereinafter simply referred to as "user") to be present inside the vehicle.

[0056] When the power state is power off, the low-voltage power supply, high-voltage power supply, and drive force are all turned off. When the low-voltage power supply is off, the auxiliary relay 19 is open, and the power supply between the auxiliary battery 17 and the auxiliary equipment 18 is cut off. When the high-voltage power supply is off, the main relay 20 is open, and the power supply between the main battery 14 and the PCU 8 is cut off. When the drive force is off, the PCU 8's initialization operation of the drive system (system self-diagnosis, inverter initialization, etc.) is not yet complete, and power supply from the main battery 14 to the motor 10 has not started.

[0057] When the first trigger occurs while the power state is power off, the power state transitions from power off to occupying. In this embodiment, the first trigger is the opening of the door of vehicle 1. Therefore, when a user unlocks the door lock of vehicle 1 and opens the door of vehicle 1 in order to get into vehicle 1, the power state of vehicle 1 transitions from power off to occupying.

[0058] When the power state is "riding," the low-voltage and high-voltage power supplies are turned on, and the driving force is kept off. When the low-voltage power supply is turned on, that is, when the low-voltage power supply is activated, the ECU 30 uses the output power of the auxiliary battery 17 to close the auxiliary relay 19. As a result, power supply from the auxiliary battery 17 to the auxiliary components 18 begins.

[0059] 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 that includes checking the status of the main battery 14, and after the initialization operation is completed, it closes the main relay 20 using the output power of the auxiliary battery 17. As a result, power supply from the main battery 14 to the PCU8 begins.

[0060] Furthermore, as shown in Figure 4, since the air conditioner 7 is directly connected to the main battery 14, power supply from the main battery 14 to the air conditioner 7 also begins when the high-voltage power supply is turned on. However, if the operating status of the air conditioner 7 is set to off by the user, power supply from the main battery 14 to the air conditioner 7 will be stopped even if the high-voltage power supply is on.

[0061] When the second trigger occurs while the power state is "riding," the power state transitions from "riding" to "Ready On." In this embodiment, the second trigger is the user performing a start operation on the vehicle 1, and two options are available for the start operation. The first option is a combined operation of pressing the brake pedal 41 and pressing the start switch 5, and the second option is a single operation of pressing the brake pedal 41. The user selects either the first or second option as the start operation for starting the vehicle 1 via the HMI 6 (e.g., MM display 61). In this embodiment, in the initial state of the vehicle 1 (e.g., the vehicle 1 as shipped), the start operation is set to the first option.

[0062] When the first option is set as the start operation, the power state transitions from "in occupancy" to "Ready On" when the user performs a combined operation of the first option. On the other hand, when the second option is set as the start operation, the power state transitions from "in occupancy" to "Ready On" when the user performs a single operation of the second option. Note that only one operation method (for example, the first option or the second option) may be set as the start operation for vehicle 1.

[0063] When the power state is Ready ON, the low-voltage and high-voltage power supplies are turned on, and the drive force is put into standby mode. Therefore, the PCU 8 performs an initialization operation of the drive system to transition the power state of vehicle 1 to Ready ON and put the drive force into standby mode. When the drive force is in standby mode, the initialization operation of the drive system by the PCU 8 is complete, but power supply from the main battery 14 to the motor 10 has not started. In this state, when the user presses the brake pedal 41 and sets the shift gear of vehicle 1 to drive (D) mode or reverse (R) mode, the drive force is turned on and power supply from the main battery 14 to the motor 10 starts.

[0064] On the other hand, if the user sets the shift gear of vehicle 1 to parking (P) mode after the vehicle 1 has been driven, the driving force changes from on to standby mode, and the power supply from the main battery 14 to the motor 10 is stopped. In this state, when the third trigger occurs, the driving force changes from standby mode to off, and the power state transitions from Ready On to Riding. That is, if the third trigger occurs when the power state is Ready On, the power state transitions from Ready On to Riding. In this embodiment, the third trigger is the user pressing the start switch 5. Therefore, if the user presses the start switch 5 after setting the shift gear of vehicle 1 to parking mode, the power state transitions from Ready On to Riding.

[0065] When the fourth trigger occurs while the power state is occupied, the power state transitions from occupied to power off. In this embodiment, the fourth trigger is when the doors of vehicle 1 are locked from the outside of vehicle 1, or when vehicle 1 is inactive for a threshold time or longer. Therefore, when a user who has exited vehicle 1 locks the doors of vehicle 1, the power state transitions from occupied to power off. The power state also transitions from occupied to power off in situations such as when vehicle 1 is left unattended with its doors unlocked, or when a user is dozing off in a parked vehicle 1. Note that the threshold time when the key to vehicle 1 is inside vehicle 1 (e.g., 30 to 80 minutes) and the threshold time when the key to vehicle 1 is outside vehicle 1 (e.g., 3 to 10 minutes) may be different.

[0066] When vehicle 1 is powered off, naturally, the user cannot use the HMI 6 and air conditioner 7 inside the vehicle. On the other hand, when the power state is set to "occupied," the HMI 6 and air conditioner 7 can be used while avoiding power consumption for driving vehicle 1. For this reason, in some scenarios when vehicle 1 is stationary, the user may want to fix the power state to "occupied." For example, such scenarios include when the user is viewing 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 scenarios, it is desirable to maintain the operation of the air conditioner 7 without turning off the power to vehicle 1 to keep the inside of the vehicle at a comfortable temperature.

[0067] Therefore, in this embodiment, a state-holding mode is provided as a user-selectable mode for vehicle 1, which maintains a vehicle state in which power is supplied to the air conditioner and the display inside vehicle 1, but power is not supplied to the drive system of vehicle 1. This allows the user to enjoy the above-mentioned scenes in a comfortable cabin environment, thereby improving the usability of vehicle 1.

[0068] In this embodiment, the vehicle state in which the power state is set to "on board" corresponds to a vehicle state in which power is supplied to the air conditioner and the displays inside the vehicle 1, but power is not supplied to the drive system of the vehicle 1. In other words, in state-holding mode, the power state is fixed to "on board," and even if the fourth trigger occurs, the power state does not transition from "on board" to "off." In other words, in state-holding mode, the transition of the power state from "on board" to "off" is disabled. Note that the displays of the HMI 6 (in this embodiment, the MM display 61, meter display 62, left-side operation display 63, and right-side operation display 64) are examples of displays inside the vehicle 1.

[0069] In this embodiment, the ECU 30 functions as a display control device that controls at least one display within the vehicle 1.

[0070] Figure 6 is a functional block diagram of the processor 33 of the ECU 30. As shown in Figure 6, the processor 33 has 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 that are realized by the processor 33 of the ECU 30 executing a computer program stored in the memory 32 of the ECU 30. These functional modules may also be realized by dedicated arithmetic circuits provided in the processor 33. The ECU 30 is an example of a display control device.

[0071] The mode setting unit 34 sets the mode of the vehicle 1. In particular, in this embodiment, the mode setting unit 34 sets the mode of the vehicle 1 to a state-holding mode, which maintains the vehicle state set during riding, based on the user's instructions. For example, the user instructs the mode of the vehicle 1 via the HMI 6. Specifically, the user instructs the mode of the vehicle 1 by operating the mode selection screen displayed on the MM display 61 of the HMI 6. In this case, when the user selects the mode selection icon for the state-holding mode, the mode setting unit 34 sets the mode of the vehicle 1 to the state-holding mode. The user may also instruct the mode of the vehicle 1 via other displays of the HMI 6 (e.g., the meter display 62, the left-side operation display 63, or the right-side operation display 64). Alternatively, the user may instruct the mode of the vehicle 1 via the HMI 6 using voice input or the like.

[0072] The mode setting unit 34 terminates the state holding mode when predetermined conditions are met in the state holding mode. In this embodiment, the predetermined conditions include the following first termination conditions to fifth termination conditions, and the mode setting unit 34 terminates the state holding mode when any one of the first termination conditions to fifth termination conditions is met.

[0073] The first termination condition is that the State of Charge (SOC) of the main battery 14 has fallen to a predetermined threshold. In this case, the mode setting unit 34 terminates the state-holding mode when the SOC of the main battery 14, calculated by the BMS 9, falls to a predetermined threshold. The threshold is predetermined and set to a value between 10% and 30%, for example. By setting the first termination condition as the termination condition for the state-holding mode, it is possible to prevent the vehicle 1 from running out of power due to the continued operation of the state-holding mode.

[0074] The second termination condition is the detection of an abnormality in vehicle 1. In this case, the mode setting unit 34 terminates the state holding mode when an abnormality is detected in vehicle 1. An abnormality in vehicle 1 includes, for example, an abnormality detected by the vehicle 1's self-diagnosis, a communication interruption, etc. By setting a second termination condition as the termination condition for the state holding mode, it is possible to prevent the state holding mode from continuing when vehicle 1 is in an abnormal state.

[0075] A third termination condition is that the user requests the termination of the state-holding mode via the HMI 6. In this case, the mode setting unit 34 terminates the state-holding mode when the user requests its termination via the HMI 6. For example, the user requests the termination of the state-holding mode by operating the MM display 61 of the HMI 6 (for example, by selecting the termination button displayed on the MM display 61). Alternatively, the third termination condition may be that the user requests the termination of the state-holding mode via the mobile terminal 200. In this case, a notification of the termination request is sent from the mobile terminal 200 to the vehicle 1 via the server 300.

[0076] The fourth termination condition is that the user presses the start switch 5. In this case, the mode setting unit 34 terminates the state-holding mode when the user presses the start switch 5. However, to avoid unintended mode termination by the user due to erroneous operation of the start switch 5, the fourth termination condition may also be that the user presses the start switch 5 AND the user approves 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 or not to terminate the state-holding mode, and the user selects whether or not to terminate via the HMI 6. Figure 7 shows an example of a confirmation screen to confirm whether or not to terminate the state-holding mode.

[0077] The fifth termination condition is that the user has performed the start operation of vehicle 1. In this case, the mode setting unit 34 terminates the state holding mode when the user performs the start operation. When the first option is set to start operation, the user performs both the operation of pressing the brake pedal 41 and the operation of pressing the start switch 5, and when the second option is set to start operation, the user performs only the operation of pressing the brake pedal 41.

[0078] Furthermore, when the second option is set to start operation, in order to avoid unintended mode termination by the user due to erroneous operation of the brake pedal 41, the fifth termination condition may be that the user has pressed the brake pedal 41 and the user has approved the transition of the power state. In this case, the user approves the transition of the power state from riding to Ready On via the HMI 6. As a specific example, when the brake pedal 41 is pressed, the mode setting unit 34 displays a confirmation screen on the HMI 6 (e.g., MM display 61) to confirm whether or not to transition the power state, and the user selects whether or not to transition the power state via the HMI 6. Figure 8 shows an example of a confirmation screen to confirm whether or not to transition the power state.

[0079] As described above, in state-holding mode, power can be supplied to the display inside vehicle 1, and the user can view desired content on the display. However, there may be situations where the user does not want to use the display (for example, when the user uses vehicle 1 as an accommodation), and in particular, there is a need to adjust the lighting state of the meter display 62, which is intended to be displayed at all times.

[0080] Therefore, in this embodiment, the visibility adjustment unit 35 reduces the visibility of at least one display in the vehicle 1, including the meter display 62, in response to user input from the user. This makes it possible to adjust the illumination state of the in-vehicle displays, including the meter display 62, according to the user's wishes, thereby improving the usability of the vehicle 1.

[0081] For example, the visibility adjustment unit 35 turns off the meter display 62 by generating a black image on the meter display 62. In this case, the visibility adjustment unit 35 generates a black image on the meter display 62 by turning off the emission of RGB subpixels of the meter display 62. In this embodiment, since the meter display 62 is configured as an organic EL display, the illumination state of the meter display 62 can be made dimmer compared to an LCD with a backlight.

[0082] Furthermore, the visibility adjustment unit 35 restores the visibility of the meter display 62 when its visibility is reduced, through operation of the MM display 61 by the user. This makes it possible for the user to easily restore the visibility of the meter display 62 via the user-friendly MM display 61.

[0083] Furthermore, in this embodiment, the visibility adjustment unit 35 allows a reduction in the visibility of at least one display, including the meter display 62, only when the mode of the vehicle 1 is set to state-holding mode. This prevents a reduction in the visibility of the display in vehicle states that the user did not intend (e.g., driving conditions).

[0084] The following describes the processing flow when executing the display control described above, with reference to Figure 9. Figure 9 is a flowchart of the control routine for the visibility adjustment process in the first embodiment of the present invention. This 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.

[0085] First, in step S101, the mode setting unit 34 of the processor 33 determines whether the user has requested the start of the state-holding mode. For example, the mode setting unit 34 determines that the start of the state-holding mode has been requested when the mode selection icon for the state-holding mode on the HMI 6 (e.g., MM display 61) is selected. If it is determined that the start of the state-holding mode has not been requested, this control routine terminates. On the other hand, if it is determined that the start of the state-holding mode has been requested, this control routine proceeds to step S102.

[0086] In step S102, the mode setting unit 34 executes the state hold mode and changes the mode of vehicle 1 from normal mode to state hold mode. In normal mode, the power state of vehicle 1 is set according to the power state transitions described above, as shown in Figure 5. For example, if the fourth trigger occurs when the power state is occupied, the power state transitions from occupied to power off. On the other hand, in state hold mode, even if the fourth trigger occurs, the power state does not transition from occupied to power off.

[0087] Next, in step S103, the visibility adjustment unit 35 of the processor 33 displays the state-holding mode execution screen on the HMI 6 (e.g., MM display 61). Figure 10 is a diagram showing an example of the state-holding mode execution screen in the first embodiment. In the example of Figure 10, the state-holding mode execution screen includes an SOC display unit 611 that displays the current value (80%) and threshold (20%) of the main battery 14's SOC, an exit button 612 for ending the state-holding mode, and a toggle switch 613 for turning off the meter display 62.

[0088] The user operates the toggle switch 613 to instruct the meter display 62 to turn off. Therefore, operating the toggle switch 613 is an example of user input to instruct the user to turn off the display in the vehicle 1. In the execution screen shown in Figure 10, the toggle switch 613 is turned off. Note that user input may also be in the form of other inputs, such as voice input.

[0089] After step S103, in step S104, the visibility adjustment unit 35 determines whether or not it has received user input via the HMI 6. For example, the visibility adjustment unit 35 determines that it has received user input when the toggle switch 613 is turned on by user operation.

[0090] If it is determined that 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 meter display 62. Specifically, the visibility adjustment unit 35 turns off the meter display 62 by generating a black image on the meter display 62. After step S105, the control routine proceeds to step S106.

[0091] 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 or not it has received a release instruction via the HMI 6 to turn off the meter display 62, that is, to turn on the meter display 62. For example, the visibility adjustment unit 35 determines that it has received a release instruction when the toggle switch 613 is turned off by user operation.

[0092] If it is determined in step S106 that a release instruction has been received, this control routine proceeds to step S107. In step S107, the visibility adjustment unit 35 restores the visibility of the meter display 62. Specifically, the visibility adjustment unit 35 reverses the dimming of the meter display 62 and turns on the meter display 62. After step S107, this control routine proceeds to step S108.

[0093] On the other hand, if it is determined in step S106 that no release instruction 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 any one of the first to fifth termination conditions described above has been met. For example, the mode setting unit 34 determines that the third termination condition has been met when the termination button 612 on the execution screen of the state holding mode is selected (pressed). If it is determined that none of the first to fifth termination conditions have been met, the control routine returns to step S104.

[0094] On the other hand, if it is determined in step S108 that any 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 state holding mode to normal mode. After step S109, the control routine terminates.

[0095] In step S105, the visibility adjustment unit 35 may turn off at least one of the MM display 61, left-side operation display 63, and right-side operation display 64 in addition to the meter display 62. For example, the visibility adjustment unit 35 turns off the MM display 61, left-side operation display 63, and right-side operation display 64 by generating a black image on them. When the MM display 61 is turned off, the visibility adjustment unit 35 determines, for example, that it has received a release instruction to undo the turning off of the MM display 61 and the meter display 62 when the user touches the turned-off MM display 61.

[0096] Furthermore, the visibility adjustment unit 35 may reduce the visibility of the meter display 62 by lowering its brightness. In this case, the visibility adjustment unit 35 reduces the brightness of the meter display 62 by reducing the current supplied to the RGB subpixels of the meter display 62. Similarly, the visibility adjustment unit 35 may reduce the visibility of the MM display 61, the left-side operation display 63, and the right-side operation display 64 by lowering their brightness.

[0097] Furthermore, when the state-holding mode is not in operation, the visibility adjustment unit 35 may gray out the display of the power-off instruction, including the toggle switch 613. This allows the user to recognize that turning off the display is not permitted.

[0098] <Second Embodiment> The configuration and control of the display control device according to the second embodiment are basically the same as those of the display control device according to the first embodiment, except for the points described below. Therefore, the second embodiment of the present invention will be described below focusing on the differences from the first embodiment.

[0099] In the second embodiment, a user input instructing the turning off of the displays in the vehicle 1 includes a first user input instructing the turning off of the first group of displays and a second user input instructing the turning off of the second group of displays. In this embodiment, the first group of displays includes the meter display 62, the left-side operation display 63, and the right-side operation display 64, and the second group of displays includes all the displays located in front of the driver's seat of the vehicle 1 (in this embodiment, the MM display 61, the meter 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 group of displays in response to a first user input, and reduces the visibility of the second group of displays in response to a second user input. Therefore, in this embodiment, the user can selectively dim the desired displays in the vehicle 1. For example, when viewing content on the MM display 61, the user can reduce the visibility of the first group of displays by making a first user input. This makes it possible to view content on the MM display 61 while reducing the overall power consumption of the displays in the vehicle 1. In addition, by dimming the illumination from displays other than the MM display 61, an environment suitable for viewing content on the MM display 61 can be created. Furthermore, when using the vehicle 1 as an overnight accommodation, the user can reduce the visibility of the second group of displays by making a second user input. This makes it possible to create conditions suitable for sleeping in the vehicle.

[0101] Since the first display group does not include the MM display 61, the display on the MM display 61 is maintained when the visibility of the first display group is reduced. Therefore, the visibility adjustment unit 35 restores the visibility of the first display group by allowing the user to operate the MM display 61 when the visibility of the first display group is reduced. This makes it possible for the user to easily restore the visibility of the first display group via the MM display 61, which is easy for the user to operate.

[0102] On the other hand, when the visibility of the second display group is reduced, the MM display 61 is turned off. However, the MM display 61 is supplied with a small amount of power sufficient to detect user operation on the MM display 61. Therefore, when the visibility of the second display group is reduced, the visibility adjustment unit 35 restores the visibility of the second display group through user operation of the MM display 61. This makes it possible for the user to easily restore the visibility of the second display group via the MM display 61, which is easy for the user to operate.

[0103] Figure 11 is a flowchart showing the control routine for the visibility adjustment process in the second embodiment of the present invention. This 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 the start of the state-holding mode. If it is determined that the user has not requested the start of the state-holding mode, this control routine terminates. On the other hand, if it is determined that the user has requested the start of the state-holding mode, this control routine proceeds to step S202.

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

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

[0107] The user operates the first toggle switch 613a to instruct the first group of displays to turn off, and the second toggle switch 613b to instruct the second group of displays to turn off. Therefore, the operation of the first toggle switch 613a is an example of the first user input, and the operation of the second toggle switch 613b is an example of the second user input. In the execution screen shown in Figure 12, the first toggle switch 613a is turned on and the second toggle switch 613b is turned off. Note that at least one of the first user input and the second user input may be other input methods such as voice input.

[0108] After step S203, in step S204, the visibility adjustment unit 35 determines whether or not it has received the first user input via the HMI 6. For example, the visibility adjustment unit 35 determines that it has received the first user input when the first toggle switch 613a is turned on by user operation.

[0109] If it is determined in step S204 that a 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 group of displays. Specifically, the visibility adjustment unit 35 turns off the meter display 62, the left operation display 63, and the right operation display 64 by generating black images on these displays.

[0110] On the other hand, if it is determined in step S204 that the first user input has not been received, the control routine proceeds to step S206. In step S206, the visibility adjustment unit 35 determines, via the HMI 6, whether or not the second user input has been received. For example, the visibility adjustment unit 35 determines that the second user input has been received when the second toggle switch 613b is turned on by user operation.

[0111] If it is determined in step S206 that a 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 group of displays. Specifically, the visibility adjustment unit 35 turns off the MM display 61, the meter display 62, the left operation display 63, and the right operation display 64 by generating black images on these displays.

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

[0113] In step S208, the visibility adjustment unit 35 determines whether it has received a first release instruction via the HMI 6, which instructs the first group of displays to turn off, i.e., to turn on the first group of displays. For example, the visibility adjustment unit 35 determines that it has received the first release instruction when the first toggle switch 613a is turned off by user operation.

[0114] If it is determined in step S208 that the first release instruction has been received, the control routine proceeds to step S209. In step S209, the visibility adjustment unit 35 restores the visibility of the first group of displays. Specifically, the visibility adjustment unit 35 undoes the dimming of the meter display 62, the left operation display 63, and the right operation display 64, and turns on these displays.

[0115] On the other hand, if it is determined in step S208 that the first release instruction has not been received, the control routine proceeds to step S210. In step S210, the visibility adjustment unit 35 determines whether or not it has received a second release instruction via the HMI 6, that is, an instruction to turn on the second group of displays, i.e., to turn on the second group of displays. For example, the visibility adjustment unit 35 determines that it has received the second release instruction when the user touches the MM display 61 that is turned off.

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

[0117] On the other hand, if it is determined in step S210 that a second release instruction has not been received, this control routine proceeds to step S212. Also, after step S209 or step S211, this control routine proceeds to step S212.

[0118] In step S212, the mode setting unit 34 determines whether or not predetermined conditions have been met. If it is determined that none of the conditions from the first termination condition to the fifth termination condition have been met, the control routine returns to step S204.

[0119] On the other hand, if it is determined in step S212 that any one of the first to fifth termination conditions is 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 state holding mode to normal mode. After step S213, the control routine terminates.

[0120] In step S205, the visibility adjustment unit 35 may reduce the visibility of the meter display 62, the left-side operation display 63, and the right-side operation display 64 by lowering their brightness. Similarly, in step S207, the visibility adjustment unit 35 may reduce the visibility of the MM display 61, the meter display 62, the left-side operation display 63, and the right-side operation display 64 by lowering their brightness.

[0121] Furthermore, in step S210, the visibility adjustment unit 35 may determine that it has received a second release instruction when the user touches the left operation display 63 or the right operation display 64, which are turned off. In other words, when the visibility of the second group of displays is reduced, the visibility adjustment unit 35 may restore the visibility of the second group of displays by the user's operation of the left operation display 63 or the right operation display 64.

[0122] Furthermore, when the state-holding mode is not in operation, the visibility adjustment unit 35 may gray out the display of the power-off instruction, including the first toggle switch 613a and the second toggle switch 613b. This allows the user to recognize that turning off the display is not permitted.

[0123] <Third Embodiment> The configuration and control of the display control device according to the third embodiment are basically the same as those of the display control device according to the first embodiment, except for the points described below. For this reason, the third embodiment of the present invention will be described below, focusing on the parts that differ from the first embodiment.

[0124] In the third embodiment, the meter display 62 has multiple layers classified according to the display items to be displayed on the meter display 62. For example, the first layer displays the first display item, and the second layer displays the second display item. The visibility adjustment unit 35 can independently control the display of each of the multiple layers. For example, the visibility adjustment unit 35 reduces the visibility of the meter display 62 by generating a black image on some of the layers. This makes it possible to display the necessary display items on the meter display 62 while dimming the illumination state of the meter display 62.

[0125] Furthermore, regulations may mandate the display of specific items on the meter display 62. For example, Section 5.3.6 of Regulation No. 121 of the Agreement on Automotive Safety and Health, "Brightness of Telltale Illumination," states that "Telltales and their identifying markings shall be provided so that they can be seen and recognized by the driver in all driving conditions." In contrast, in the third embodiment, some of the layers on which the black image is generated do not include the layer on which the telltales are displayed. Therefore, the illumination of the meter display 62 can be dimmed while ensuring compliance with the aforementioned regulations regarding telltales.

[0126] Figure 13 is a schematic diagram showing the display of a meter display 62 having multiple layers. In Figure 13, a first display area 621 and a second display area 622 are shown on the meter display 62. The first display area 621 is indicated by hatching. The first display area 621 and the second display area 622 are located at different positions on the screen of the meter display 62. Telltales are displayed as the first display item in the first display area 621, and display items other than telltales are displayed as the second display item in the second display area 622.

[0127] In the example shown in Figure 13, the meter display 62 has a first layer having a first display area 621 and a second layer having a second display area 622. In the first layer, RGB subpixels are provided in the first display area 621, and the visibility adjustment unit 35 controls the display of the first layer by controlling the supply of current to each subpixel of the first display area 621. Therefore, the visibility adjustment unit 35 displays telltales on the first layer by supplying current to each subpixel of the first display area 621.

[0128] In the second layer, RGB subpixels are provided in the second display area 622, and the visibility adjustment unit 35 controls the display of the second layer by controlling the supply of current to each subpixel of the second display area 622. Therefore, the visibility adjustment unit 35 displays display items other than telltales in the second layer by supplying current to each subpixel of the second display area 622.

[0129] The telltale display items include, for example, the master lighting switch, headlights (low beam), headlights (high beam), headlight main beam, automatic main beam, turn signals, hazard warning, fog lights, rear fog lights, fuel warning light, oil pressure warning light, low water temperature warning light, charging warning light, windshield defrosting and fog removal system, rear window defrosting and fog removal system, position, side marker and / or end outline marker lamps, parking lights, seat belt warning light, SRS airbag warning light, side airbag malfunction, passenger side airbag off, brake warning light, ABS warning light, parking brake, engine onboard diagnostic or engine malfunction, diesel preheat, choke (cold start device), brake lining wear condition, low tire pressure, and at least one of the electronic stability control (ESC) indicators. On the other hand, the non-telltale display items include, for example, vehicle speed, time, outside temperature, odometer, and at least one of the SOC of the main battery 14.

[0130] If the meter display 62 has the first layer and the second layer described above, the visibility adjustment unit 35 reduces the visibility of the meter 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 illumination of subpixels in the second display area 622. On the other hand, the visibility adjustment unit 35 displays telltales on the first layer according to the state of the vehicle 1. That is, the visibility adjustment unit 35 reduces the visibility of the meter display 62 while maintaining the display of telltales on the meter display 62. For example, even if the meter display 62 is instructed to be turned off while the state holding mode is running, the visibility adjustment unit 35 displays at least a parking lamp or a parking lamp and parking brake as a telltale on the meter display 62.

[0131] Note that the arrangement of the first display area 621 or the second display area 622 shown in Figure 13 is merely an example, and other arrangements are possible. For example, the first display area 621 may be a continuous area rather than multiple areas separated from each other. Also, the meter display 62 may have three or more layers. In this case, the display area of ​​each layer is assigned to the screen of the meter display 62.

[0132] In the third embodiment, as in the first embodiment, the control routine for the visibility adjustment process shown in Figure 9 is executed. At this time, in step S105, when the visibility adjustment unit 35 reduces the visibility of the meter display 62, it displays the telltales on the meter display 62 while turning off all other displays.

[0133] The visibility adjustment unit 35 may also reduce the visibility of the meter display 62 by lowering its brightness. For example, the visibility adjustment unit 35 reduces the brightness of all layers of the meter display 62 by reducing the current supplied to the RGB subpixels of the meter display 62. In this case as well, the telltales are displayed in the first display area 621 of the first layer with a brightness level that allows them to be seen. The visibility adjustment unit 35 may also reduce the brightness of layers other than the first layer on which the telltales are displayed (for example, the second layer).

[0134] <Other Embodiments> Although preferred embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims. For example, the air conditioner 7 may be included in the auxiliary equipment 18 and powered by the auxiliary battery 17.

[0135] Vehicle 1 may also be a plug-in hybrid electric vehicle (PHEV) equipped with a motor and an engine as a drive system. Vehicle 1 may also be an autonomous driving vehicle in which at least part of the acceleration, braking, and steering of Vehicle 1 is performed automatically.

[0136] Furthermore, although the above-described embodiment assumes that a screen related to the state holding mode is displayed on the MM display 61 in the vehicle 1, such a screen may be displayed on other displays in the vehicle 1 (for example, the meter display 62, the left operation display 63, the right operation display 64, or a head-up display (HUD) not shown). Also, at least one of the left operation display 63 and the right operation display 64 may be omitted from the vehicle 1. If both the left operation display 63 and the right operation display 64 are omitted, the first group of displays in the second embodiment includes only the meter display 62.

[0137] Furthermore, the meter display 62 may be configured as a liquid crystal display (LCD). In this case, the visibility adjustment unit 35 generates a black image on the meter display 62, for example, by blocking the backlight with the liquid crystal. Also, if the visibility adjustment unit 35 reduces the visibility of the meter display 62 by lowering its brightness, it does so, for example, by reducing the amount of light transmitted by aligning the liquid crystal or by lowering the brightness of the backlight. Furthermore, the meter display 62 may be configured as a touch panel type organic EL display or LCD and function as an input and output device.

[0138] Furthermore, when the visibility adjustment unit 35 reduces the visibility of the meter display 62, it may display an interruption display item on the meter display 62 according to the state of the vehicle 1. The interruption display is an indication that the door of the vehicle 1 is open, etc.

[0139] Furthermore, the first to fourth triggers for transitioning the power state of vehicle 1 may be other conditions. For example, the first trigger for transitioning the power state of vehicle 1 from power off to in operation may be pressing the start switch 5, etc. Also, some of the first to fifth termination conditions may be omitted.

[0140] Alternatively, a server 300 or the like located outside the vehicle 1 may function as a display control device. In this case, necessary information is transmitted from the vehicle 1 to the server 300, and the ECU 30 of the vehicle 1 controls the display inside the vehicle 1 in accordance with instructions from the server 300.

[0141] Furthermore, the second and third embodiments can be implemented in combination. In this case, in the third embodiment, the control routine for the visibility adjustment process shown in Figure 11 is executed, similar to the second embodiment. At this time, in step S205, the visibility adjustment unit 35 turns off the left operation display 63 and the right operation display 64, and displays telltales on the meter display 62 while turning off all other displays. Also, in step S207, the visibility adjustment unit 35 turns off the MM display 61, the left operation display 63 and the right operation display 64, and displays telltales on the meter display 62 while turning off all other displays.

[0142] Furthermore, a computer program that enables a computer to implement the functions of each part of the processor 33 of the ECU 30 or the server's processor may be provided in the form of a recording medium readable by a computer, or as part of a computer program product. Examples of computer-readable recording media include magnetic recording media, optical recording media, or semiconductor memory. [Explanation of symbols]

[0143] 1 vehicle 6 HMI 62 Meter Display 30 Electronic Control Unit (ECU) 33 processors 35 Visibility adjustment section

Claims

1. A display control device that controls at least one display inside a vehicle, The vehicle is equipped with a visibility adjustment unit that reduces the visibility of at least one display in response to user input from the user of the vehicle, A display control device, wherein at least one of the displays includes a meter display.

2. The display control device according to claim 1, wherein the visibility adjustment unit reduces the visibility of the meter display by reducing the brightness of the meter display.

3. The display control device according to claim 1, wherein the visibility adjustment unit turns off the meter display by generating a black image on the meter display.

4. The meter display has multiple layers, The display control device according to claim 1, wherein the visibility adjustment unit reduces the visibility of the meter display by generating a black image on some of the layers among the plurality of layers.

5. The display control device according to claim 4, wherein some of the layers do not include a layer on which telltales are displayed.

6. The aforementioned at least one display includes a multimedia display, The user input includes a first user input that instructs the first group of displays, which includes the meter display but does not include the multimedia display, to turn off, and a second user input that instructs the second group of displays, which includes the meter display and the multimedia display, The display control device according to any one of claims 1 to 5, wherein the visibility adjustment unit reduces the visibility of the first group of displays in response to the first user input, and reduces the visibility of the second group of displays in response to the second user input.

7. The display control device according to claim 6, wherein the visibility adjustment unit restores the visibility of the first display group by the user's operation of the multimedia display when the visibility of the first display group is reduced.

8. The display control device according to claim 6, wherein the visibility adjustment unit restores the visibility of the second group of displays by the user's operation of the multimedia display when the visibility of the second group of displays is reduced.

9. The system further includes a mode setting unit that sets the vehicle's mode to a state-holding mode in which, based on the user's instructions, power is supplied to the vehicle's air conditioner and at least one display, but power is not supplied to the vehicle's drivetrain. The display control device according to any one of claims 1 to 5, wherein the visibility adjustment unit permits a reduction in the visibility of the at least one display only when the mode of the vehicle is set to the state-holding mode.

10. A display control method performed by a computer to control at least one display inside a vehicle, This includes reducing the visibility of at least one display in response to user input from the user of the vehicle, A display control method comprising at least one of the displays, including a meter display.

11. A computer program for controlling at least one display inside a vehicle, In response to user input from the user of the vehicle, the computer is instructed to reduce the visibility of at least one of the displays. A computer program in which at least one of the displays includes a meter display.

Images