JP6699646B2 - Vehicle display control device - Google Patents

Description

  The present disclosure relates to a vehicle display control device.

  BACKGROUND ART Conventionally, as disclosed in Patent Document 1, a head-up display (hereinafter, HUD) is known which displays a virtual image on a foreground of a vehicle by projecting an image on a projection member such as a windshield. A technique is known that assists the driver by causing the driver to recognize the lane in which the vehicle is going to travel by displaying a virtual image along the shape of the lane in which the vehicle is going to travel on the HUD in a superimposed manner on the lane in the foreground. ing. Further, as disclosed in Patent Document 2, there is also known a technique of assisting a driver by superimposing a virtual image showing information of a road sign of a traveling road of the own vehicle on a foreground of the vehicle by the HUD.

JP, 2011-121401, A JP, 2005-104930, A

  However, when a virtual image along the shape of the lane that the vehicle is going to travel (hereinafter, virtual route image) is displayed on the lane in the foreground in a superimposed manner, there is a limit to the range in which the image can be projected. May become uncomfortable and may make the driver feel annoyed. Specifically, during the curve, a situation occurs in which the distant side from the own vehicle in the lane in which the own vehicle is scheduled to travel appears to be curved to the left and right from the driver's seat. In such a situation, when the range in which the image can be projected is limited to the front of the driver's seat, even if an attempt is made to superimpose the virtual virtual image of the route on the foreground, the virtual virtual image of the part deviated from the front of the driver's seat to the left and right is displayed. There may be a case in which a large virtual image of the path is displayed. If such a display in which the virtual course image is largely cut off is noticeable to the driver, the driver may feel annoyed. Similar problems may occur not only during the curve but also when the slope changes.

  In addition, when the gradient changes, even if the area in which the route virtual image is superimposed and displayed is within the range in which the image can be projected, the display of the route virtual image becomes uncomfortable and the driver feels annoyed. There is a case to let you. Specifically, when there is a section where the gradient decreases in front of the route of the host vehicle, a blind spot that cannot be visually recognized by the driver occurs on the road surface having a downward gradient depending on the degree of the gradient decrease. In such a situation, if a virtual road image along the shape of the road surface, which is the blind spot of the driver, is displayed on the foreground in a superimposed manner, the display will be significantly different from the shape of the road surface as seen by the driver, which makes the driver feel annoyed. There is a case to let you.

  In addition, when a virtual image showing the information of the road sign of the own vehicle's road is superimposed on the foreground of the vehicle, a virtual image showing this road sign is displayed to the driver's eyes every time the road sign appears in front of the own vehicle. When stopped, the driver may feel annoyed.

  One object of this disclosure is to provide a vehicle display control that can reduce the inconvenience of a driver by displaying a virtual image in a superimposed manner while supporting the driver by displaying a virtual image in the foreground of the vehicle. To provide a device.

  The above objective is achieved by a combination of features described in independent claims, and the subclaims define further advantageous embodiments of the disclosure. The reference numerals in parentheses in the claims indicate the correspondence with the specific means described in the embodiments described below as one aspect, and do not limit the technical scope of the present disclosure. ..

To achieve the above object, a car dual display control device of the present disclosure is used in a vehicle, the display by the head-up display (220) to superimpose the virtual image to the foreground of the vehicle by projecting an image to the projection member A display control device for a vehicle that controls, a situation determination unit (203, 203c) that determines a vehicle state, which is a road structure of a traveling path of the vehicle, and a limitation on a virtual image superimposed display with respect to a virtual image superimposed display target. And a display control unit (204, 204c, 204d) that switches the presence/absence of the vehicle according to the vehicle status determined by the status determination section. The display control unit, which is at least one of the gradient changes, is a target of the virtual image superimposed display according to at least one of the curvature and the gradient change of the traveling path of the own vehicle determined by the situation determination unit. respect lane but driving schedule, that limits the superimposed display of the virtual image along with the shape of the lane into the foreground.

  According to this, it is possible to switch the presence/absence of the restriction of the virtual image superimposition display for the same target, which is the target of the virtual image superimposition display on the foreground, depending on the vehicle structure that is the road structure of the traveling path of the own vehicle. become. Therefore, it is possible to limit the superimposed display of the virtual image on the target in a situation where the driver may be annoyed by the road structure of the traveling path of the vehicle. Therefore, in a situation where it is considered that the driver does not need to display the virtual image in a superimposed manner, it is possible to limit the superimposed display of the virtual image on the target. As a result, it is possible to reduce the inconvenience of the driver caused by displaying the virtual image in a superimposed manner while supporting the driver by displaying the virtual image in the foreground of the vehicle.

FIG. 1 is a diagram showing an example of a schematic configuration of a vehicle system 1. It is a figure which shows the example of mounting in a vehicle of HUD220. It is a figure which shows an example of a schematic structure of HCU20. FIG. 6 is a diagram for explaining a problem that occurs when the configuration of the first embodiment is not adopted. 7 is a flowchart showing an example of the flow of virtual image display control-related processing in the HCU 20. It is a figure for explaining an example of a transition of superposition display of a virtual image according to a change of the run way of the own vehicle. It is a figure which shows an example of a schematic structure of HCU20a. It is a figure for demonstrating the specific example of a target information source display in the display control part 204a. It is a figure for demonstrating the specific example of a target information source display in the display control part 204a. It is a flow chart which shows an example of the flow of virtual image display control related processing in HCU20a. It is a figure which shows an example of a schematic structure of HCU20b. It is a figure for demonstrating the specific example of a target information source display in the display control part 204b. It is a figure for demonstrating the specific example of the change of target information source display according to the height of urgency in the display control part 204b. It is a flow chart which shows an example of the flow of virtual image display control related processing in HCU20b. It is a figure which shows an example of a schematic structure of the vehicle system 1c. It is a figure which shows an example of a schematic structure of HCU20c. It is a figure for explaining an example of the estimation method of the range of the road surface visible to the driver of the own vehicle. It is a figure for explaining an example of restriction of the range of lane guidance display. It is a flow chart which shows an example of the flow of virtual image display control related processing in HCU20c. It is a figure which shows an example of a schematic structure of the vehicle system 1d. It is a figure which shows an example of a schematic structure of HCU20d.

  A plurality of embodiments and modifications for disclosure will be described with reference to the drawings. Note that, for convenience of description, between a plurality of embodiments and modified examples, parts having the same functions as those shown in the figures used in the above description are designated by the same reference numerals, and description thereof will be omitted. There is a case. For the portions denoted by the same reference numerals, the description in other embodiments and modifications can be referred to.

(Embodiment 1)
<Schematic configuration of vehicle system 1>
Hereinafter, the present embodiment will be described with reference to the drawings. A vehicle system 1 shown in FIG. 1 is used in a vehicle such as an automobile, and includes an HMI (Human Machine Interface) system 2, an ADAS (Advanced Driver Assistance Systems) locator 3, a peripheral monitoring sensor 4, a vehicle control ECU 5, and an automatic driving ECU 6. , And a winker switch 7. The HMI system 2, the ADAS locator 3, the peripheral monitoring sensor 4, the vehicle control ECU 5, the automatic driving ECU 6, and the winker switch 7 are assumed to be connected to, for example, an in-vehicle LAN. Hereinafter, a vehicle that uses the vehicle system 1 is referred to as a host vehicle.

  The ADAS locator 3 includes a GNSS (Global Navigation Satellite System) receiver 30, an inertial sensor 31, and a map database (hereinafter, referred to as a map DB) 32 that stores map data. The GNSS receiver 30 receives positioning signals from a plurality of artificial satellites. The inertial sensor 31 includes, for example, a triaxial gyro sensor and a triaxial acceleration sensor. The map DB 32 is a non-volatile memory and stores map data such as link data, segment data, node data, and road shapes.

  The link data is composed of each data such as a link ID for identifying the link, a link length indicating the length of the link, a link azimuth, a link travel time, node coordinates of the start and end of the link, and road attributes. The segment data is data for each segment obtained by dividing a link by a shape point, and is composed of a segment ID that identifies the segment, a segment length that represents the length of the segment, a curvature of the segment, shape point IDs at both ends of the segment, and the like. It The node data is each data such as a node ID given a unique number for each node on the map, a node coordinate, a node name, a node type, a connection link ID in which a link ID of a link connecting to the node is described, an intersection type, etc. Composed of. The road shape data includes data such as vertical gradient and curvature. Further, as the map data, it is also possible to use three-dimensional map data including data such as topography, structures including road signs, and road markings. Note that the map data may be acquired from the outside of the own vehicle by using an in-vehicle communication module mounted on the own vehicle.

  The ADAS locator 3 sequentially measures the vehicle position of the vehicle equipped with the ADAS locator 3 by combining the positioning signal received by the GNSS receiver 30 and the measurement result of the inertial sensor 31. It should be noted that the vehicle position may be determined by using the traveling distance obtained from the pulse signals sequentially output from the wheel speed sensor mounted in the vehicle. Then, the measured vehicle position is output to the in-vehicle LAN. The ADAS locator 3 also reads map data from the map DB 32 and outputs it to the in-vehicle LAN.

  The peripheral monitoring sensor 4 detects stationary objects and moving objects around the vehicle, and detects road markings such as regulation markings, instruction markings, and lane markings. As the peripheral monitoring sensor 4, a front camera 40 having a predetermined range in front of the vehicle as an imaging range may be used. For example, the front camera 40 may be provided on the rearview mirror 11 (see FIG. 2) of the vehicle. The front camera 40 may be provided on the upper surface of the instrument panel 12 (see FIG. 2) of the vehicle. As the periphery monitoring sensor 4, a camera that captures an image of the area other than the front of the vehicle may be used, or a millimeter wave radar, sonar, LIDAR (Light Detection and Ranging/Laser Imaging Detection and Ranging), or the like may be used.

  The vehicle control ECU 5 is an electronic control device that performs acceleration/deceleration control and/or steering control of the vehicle. The vehicle control ECU 5 includes a steering ECU that performs steering control, a power unit control ECU that performs acceleration/deceleration control, a brake ECU, and the like. The vehicle control ECU 5 acquires a detection signal output from each sensor such as an accelerator position sensor, a brake pedal force sensor, a steering angle sensor, a wheel speed sensor, etc. mounted on the vehicle, and electronically controls the throttle, the brake actuator, and the EPS (Electric). Power Steering) Outputs control signals to each traveling control device such as a motor. Further, the vehicle control ECU 5 can output the detection signals of the above-mentioned sensors to the in-vehicle LAN.

  By controlling the vehicle control ECU 5, the automatic driving ECU 6 executes an automatic driving function of performing a driving operation on behalf of the driver. The autonomous driving ECU 6 recognizes the traveling environment of the own vehicle from the vehicle position and map data of the own vehicle acquired from the ADAS locator 3 and the detection result of the surroundings monitoring sensor 4. As an example, the shape and movement state of an object around the own vehicle or the shape of a sign around the own vehicle is recognized from the detection result of the surroundings monitoring sensor 4. Then, by combining with the vehicle position of the own vehicle and the map data, a virtual space that three-dimensionally reproduces the actual traveling environment is generated.

  Further, the automatic driving ECU 6 generates a travel plan for automatically traveling the own vehicle by the automatic driving function based on the recognized traveling environment. As the travel plan, a long-medium-term travel plan and a short-term travel plan are generated. In the long-medium-term travel plan, a route for directing the vehicle to the set destination is specified. In the short-term travel plan, a planned travel locus for realizing travel according to the long-to-medium-term travel plan is defined by using the generated virtual space around the own vehicle. Specifically, execution of steering for lane following and lane change, acceleration/deceleration for speed adjustment, and sudden braking for collision avoidance is determined based on a short-term travel plan.

  The winker switch 7 is a switch for detecting a lighting operation on the winker lever of the own vehicle. The winker switch 7 outputs a winker signal at the time of turning left or right according to the operation of the winker lever to the in-vehicle LAN.

  The HMI system 2 includes an HCU (Human Machine Interface Control Unit) 20, an operation device 21, and a display device 22. The HMI system 2 receives an input operation from the driver of the own vehicle and presents information to the driver of the own vehicle. To do The operation device 21 is a group of switches operated by the driver of the own vehicle. The operation device 21 is used to make various settings. For example, as the operation device 21, there is a steering switch or the like provided on the spoke portion of the steering of the vehicle. A head-up display (HUD) 220 is used as the display device 22. Here, the HUD 220 will be described with reference to FIG.

  As shown in FIG. 2, the HUD 220 is provided on the instrument panel 12 of the own vehicle. The HUD 220 forms a display image based on the image data output from the HCU 20 by a projector 221 such as a liquid crystal type or a scanning type. The display image includes, for example, an image showing the vehicle state such as the vehicle speed and the operating state of the automatic driving function. There are also images showing the planned route of the vehicle, images showing information sources such as road signs and road markings, and the like. Note that a configuration using an image showing information other than those listed here may be used.

  The HUD 220 projects the display image formed by the projector 221 onto a predetermined projection area on the front windshield 10 as a projection member through an optical system 222 such as a concave mirror. The projection area is located, for example, in front of the driver's seat. The light flux of the display image reflected by the front windshield 10 toward the vehicle interior is perceived by the driver sitting in the driver's seat. Further, the light flux from the foreground, which is a landscape existing in front of the vehicle and transmitted through the front windshield 10 formed of translucent glass, is also perceived by the driver sitting in the driver's seat. As a result, the driver can visually recognize the virtual image 100 of the display image formed in front of the front windshield 10 while overlapping a part of the foreground. That is, the HUD 220 superimposes and displays the virtual image 100 on the foreground of the own vehicle to realize so-called AR (Augmented Reality) display.

  The projection member on which the HUD 220 projects the display image is not limited to the front windshield 10 and may be a translucent combiner. In addition to the HUD 220, a device that displays an image may be used as the display device 22. As an example, there are a combination meter, a CID (Center Information Display), and the like.

  The HCU 20 is mainly composed of a microcomputer including a processor, a volatile memory, a non-volatile memory, an I/O, and a bus connecting these, and is connected to the HUD 220 and the in-vehicle LAN. The HCU 20 controls the display by the HUD 220 by executing the control program stored in the non-volatile memory. This HCU 20 corresponds to a vehicle display control device. The configuration of the HCU 20 regarding the display control by the HUD 220 will be described in detail below.

<Schematic configuration of HCU 20>
Here, the schematic configuration of the HCU 20 will be described with reference to FIG. Regarding the display control by the HUD 220, the HCU 20 includes an information acquisition unit 201, a target section determination unit 202, a situation determination unit 203, and a display control unit 204 as functional blocks, as illustrated in FIG. 3. It should be noted that some or all of the functions executed by the HCU 20 may be configured as hardware by one or a plurality of ICs or the like. Further, some or all of the functional blocks included in the HCU 20 may be realized by a combination of execution of software by a processor and hardware members.

  The information acquisition unit 201 acquires information necessary for display on the HUD 220. As an example, the vehicle position and map data output from the ADAS locator 3, the detection signals of the respective sensors output from the vehicle control ECU 5, the traveling environment recognized by the automatic driving ECU 6, the information on the traveling plan generated by the automatic driving ECU 6, and the like. There is.

  The target section determination unit 202 determines whether or not the traveling path of the host vehicle is a section (hereinafter, target section) for which a virtual image of lane guidance is displayed (hereinafter, lane guidance display). The lane guidance display is a display that shows the range within the lane along the shape of the planned lane in the foreground, and is, for example, a display that covers most of the lane width of the target lane, such as half or more. In the present embodiment, the following description will be given by taking as an example a case where the lane guidance display is a display over a width substantially matching the lane width of the target lane. The planned driving lane in the foreground here is the lane in which the vehicle is planning to travel from the driving plan. The target section here may be a section on a link unit basis, may be a section on a segment basis basis, or may be a section sectioned on another basis. Examples of the target section include a section before the vehicle is turning before branching, before merging, before a curve, and a section where the vehicle needs to turn such as a curved road.

  The target section determination unit 202 may determine whether the section corresponding to the vehicle position of the own vehicle is the target section from the vehicle position and map data output from the ADAS locator 3. The section corresponding to the vehicle position of the own vehicle may be specified by, for example, map matching processing. When the ADAS locator 3 performs the map matching process to identify the position of the vehicle on the road, the position of the vehicle on the road may be used instead of the vehicle position. When the map data distinguishes a curved road and a straight road, the curved road may be discriminated according to the distinction. Note that a curved road may be determined based on the curvature of the road shape. In addition, the target section determination unit 202 may determine whether the section corresponding to the vehicle position of the own vehicle is the target section from the traveling environment recognized by the automatic driving ECU 6.

  The situation determination unit 203 determines the curvature of the traveling path of the vehicle. The traveling path of the own vehicle may be a section corresponding to the vehicle position of the own vehicle. The curvature of the traveling path of the own vehicle corresponds to the situation of the own vehicle. The section corresponding to the vehicle position of the own vehicle may be specified in the same manner as described above. The section corresponding to the vehicle position of the own vehicle may be a section on a link basis, may be a section on a segment basis, or may be a section sectioned on another basis. The situation determination unit 203 may determine the curvature of the traveling path of the own vehicle from the traveling environment recognized by the autonomous driving ECU 6, or the curvature of the traveling path of the own vehicle from the vehicle position and map data output from the ADAS locator 3. May be determined.

  The situation determination unit 203 also determines whether the curvature of the road on which the vehicle is traveling is equal to or greater than a threshold value. The threshold value referred to here may be a curvature value that is predicted to deviate from the projection area as the lane guidance display is estimated to give the driver a feeling of strangeness. This threshold may be estimated by simulation or may be obtained by experimental running.

  When the target section determination unit 202 determines the target section and the situation determination unit 203 determines that the curvature of the road on which the vehicle is traveling is less than a threshold, the display control unit 204 determines the shape of the planned lane in the foreground. Along with this, the HUD 220 is caused to display the lane guidance indicating the range within the lane. The planned driving lane may be specified from the driving plan generated by the automatic driving ECU 6. The position and shape of the planned lane in the foreground and the lane guidance display may be adjusted using the driving environment recognized by the automatic driving ECU 6, the camera parameters of the front camera 40, and the like. The drawing of the lane guidance display along the shape of the planned driving lane may be performed by approximating the shape of the planned driving lane with a cubic spline curve, a polynomial, or the like.

  On the other hand, the display control unit 204 displays the lane guidance when the situation determination unit 203 determines that the curvature of the road on which the vehicle is traveling is equal to or more than a threshold value even when the target section determination unit 202 determines that the target section is the target section. To HUD 220. This is because when the host vehicle turns, the following problems occur depending on the magnitude of the curvature of the traveling path. Specifically, as shown in FIG. 4, when the vehicle turns, depending on the magnitude of the curvature of the road, the distal side of the vehicle in the planned lane (see La in FIG. 4) of the vehicle is A situation occurs in which the projection area in front of the driver's seat (see Pa in FIG. 4) deviates to the left and right. Then, as shown in FIG. 4, a situation occurs in which the lane guidance display (see Gu in FIG. 4) is missing. As a result, it is difficult for the driver to recognize the intention indicated by the lane guidance display, and the driver may feel a sense of discomfort from the lane guidance display, which may cause the driver to feel annoyed. On the other hand, in the present embodiment, when it is determined that the curvature of the road on which the vehicle is traveling is equal to or greater than the threshold value, the lane guidance display is not performed, which makes it possible to reduce such annoyance.

  Further, the display control unit 204 does not cause the HUD 220 to display the lane guidance even when the target section determination unit 202 determines that the target section is not the target section. When the display on the HUD 220 is performed during the automatic driving of the vehicle, the display control unit 204 indicates the planned traveling direction of the vehicle, whether the lane guidance display is performed or not. A virtual image of the icon shown (hereinafter, the route direction icon) is displayed (see Ic in FIG. 3 ). The route direction icon is an image of a different type from the lane guidance described above, and may be configured, for example, in the shape of an arrow pointing in the direction of the planned route of the vehicle. Hereinafter, the display of the virtual image of the route direction icon is referred to as the route direction icon display.

  The display control unit 204 preferably superimposes and displays the virtual image of the traveling direction icon in the planned traveling lane in the foreground so that the driver can intuitively easily recognize that the vehicle is in the planned traveling direction. .. At least a part of the planned lane in the foreground is located in front of the driver's seat of the host vehicle, so the virtual image of the direction icon is superimposed and displayed as the default in the vehicle width direction center of the projection area located in front of the driver's seat. By doing so, it is preferable to display in the planned driving lane in the foreground.

  Further, it is more preferable that the display control unit 204 shifts the position at which the virtual image of the traveling direction icon is displayed in the direction in which the vehicle is turning in accordance with the increase in the curvature of the traveling path of the vehicle. This is because if the display position of the virtual image of the route direction icon is fixed to the center of the projection area in the vehicle width direction, the following problems occur. Specifically, as shown in FIG. 4, when the host vehicle turns, the host vehicle is scheduled to travel over most of the projected area (see Pa in FIG. 4) in front of the driver's seat depending on the magnitude of the curvature of the road. A situation occurs in which the lane adjacent to the lane (see Lb in FIG. 4) is occupied. Then, as shown in FIG. 4, a virtual image of the route direction icon (see Ic in FIG. 4) fixed at the center of the projection area in the vehicle width direction is displayed in a state of being superimposed on the adjacent lane. As a result, it is difficult for the driver to recognize the intention indicated by the route direction icon, and the driver may feel a sense of discomfort from the route direction icon, which may cause the driver to feel annoyed.

  On the other hand, in the present embodiment, the display position of the virtual image of the path direction icon is shifted in the direction in which the vehicle is turning in accordance with the increase in the curvature of the road on which the vehicle is traveling. The display position of is easy to fit in the lane in which the vehicle is to travel, and it is possible to reduce such annoyance. The correspondence between the magnitude of the curvature of the vehicle's running path and the amount by which the virtual image display position of the path direction icon is displaced is such that the virtual image of the path direction icon fits in the planned lane of the vehicle. And

  Furthermore, when the display control unit 204 shifts the position at which the virtual image of the route direction icon is superimposed and displayed on the foreground, it is preferable that the display control unit 204 shifts it so as to fit in the projection region. As an example, until the display position of the route direction icon falls within the range of the projection area, it is shifted in the direction in which the vehicle is turning in accordance with the increase in the curvature of the traveling path of the vehicle, while it is beyond the projection area. In this case, it may be configured to stop at the boundary portion inside and outside the projection area. As a result, it is possible to avoid the problem that the virtual image of the route direction icon is missing and displayed.

<Process related to virtual image display control in HCU 20>
Next, an example of the flow of processing (hereinafter, virtual image display control-related processing) related to display control by the HUD 220 in the HCU 20 will be described using the flowchart of FIG. In the flowchart of FIG. 5, the configuration may be started when the power of the HUD 220 is turned on and the function of the HUD 220 is turned on. On/off of the function of the HUD 220 may be switched according to an input operation received by the operation device 21. Further, the power supply of the HUD 220 may be switched on/off according to the switching on/off of a switch (hereinafter, power switch) for starting the internal combustion engine or the motor generator of the own vehicle.

  First, in step S1, the target section determination unit 202 determines whether the traveling path of the vehicle is the target section. When it is determined that the section is the target section (YES in S1), the process proceeds to step S2. On the other hand, when it is determined that it is not the target section (NO in S1), the process proceeds to step S4.

  In step S2, the situation determination unit 203 determines whether or not the curvature of the traveling path of the vehicle is equal to or greater than a threshold value. Then, when it is determined that the curvature is equal to or more than the threshold value (YES in S2), the process proceeds to step S4. On the other hand, when it is determined that the curvature is less than the threshold value (NO in S2), the process proceeds to step S3. The situation determination unit 203 may be configured to use the radius of curvature instead of the curvature. In this case, the threshold value may be set to a reciprocal number, and if it is determined that the threshold value is less than or equal to the threshold value, the process proceeds to S4, and if it is determined that it is greater than the threshold value, the process proceeds to S3.

  In step S3, the display control unit 204 causes the HUD 220 to perform lane guidance display in addition to the route direction icon display, and then proceeds to step S5. On the other hand, in step S4, the display control unit 204 causes the HUD 220 to display the traveling direction icon, but does not display the lane guidance, and proceeds to step S5. In both S3 and S4, the display control unit 204 preferably shifts the display position of the virtual image of the traveling direction icon in the direction in which the vehicle is turning in accordance with the increase in the curvature of the traveling path of the vehicle. In addition, it is more preferable that the display control unit 204 shifts the position where the virtual image of the route direction icon is superimposed and displayed on the foreground so as to fit within the projection region.

  In step S5, if it is the end timing of the virtual image display control-related processing (YES in S5), the virtual image display control-related processing is ended. On the other hand, if it is not the end timing of the virtual image display control-related processing (NO in S5), the processing returns to S1 and is repeated. An example of the end timing of the virtual image display control-related processing is when the power switch of the vehicle is turned off, when the function of the HUD 220 is turned off, or the like.

  Here, an example of the transition of the superimposed display of the virtual image according to the switching of the traveling path of the own vehicle will be described with reference to FIG. 6A shows an example of superimposed display of virtual images in a straight road, B before curve, and C in curve. In FIG. 6, Pa indicates the projection area, Ic indicates the traveling direction icon display, Gu indicates the guidance display, and Ce indicates the center area of the projection area in the vehicle width direction.

  As shown in FIG. 6, when the vehicle is traveling on a straight road, only the route direction icon display of the route direction icon display (see Ic in FIG. 6) and the guidance display (see Gu in FIG. 6) is in the foreground. Are overlaid. On the other hand, when the vehicle approaches a curve, guidance display is superimposed on the foreground in addition to the route direction icon display. Then, while the vehicle is turning through a curve having a curvature equal to or greater than the threshold value, the guidance display is stopped and only the route direction icon display of the route direction icon display and the guidance display is superimposed on the foreground. Further, the route direction icon display indicates that the curvature of the traveling path of the vehicle becomes large in the direction in which the vehicle turns from the vehicle width direction center (see Ce in FIG. 6) of the projection area (see Pa in FIG. 6). It is performed according to the shift.

<Summary of Embodiment 1>
According to the configuration of the first embodiment, the driver displays the guidance of the own vehicle in the target section such as before the curve, before the merging, before the divergence, or the curve having the curvature less than the threshold even when the own vehicle is automatically driving. It is possible to confirm that the system recognizes the lane of the curved road and makes a turn, so it is possible to feel confident about the system state. On the other hand, when driving on a straight road where it is considered that the driver can feel reassured if it can be confirmed that the vehicle continues straight ahead, only the direction icon display of the direction icon display and the guidance display is superimposed on the foreground. By doing so, the annoyance of the driver due to excessive information can be reduced. Further, by stopping the lane guidance display while turning the curve having the curvature equal to or more than the threshold value, the annoyance of the driver caused by the lack of the lane guidance display is reduced. In addition, the route direction icon is displayed even while turning a curve with a curvature equal to or greater than the threshold, so the driver can confirm that the vehicle's system is turning on a curved road, and feel reassured about the system status. You can

(Modification 1)
In the first embodiment, the display control unit 204 determines whether or not the curvature of the road on which the vehicle is traveling is equal to or more than a threshold value regarding the lane guidance display indicating the range within the lane along the shape of the planned lane in the foreground. Although the configuration for switching whether or not to stop the superimposed display on the foreground has been shown, the present invention is not necessarily limited to this. For example, the present invention may be applied to a guidance display other than the lane guidance display along the shape of the planned lane in the foreground. For example, it may be a guidance display for indicating the inter-vehicle distance to the preceding vehicle. In this case, the case where the surroundings monitoring sensor 4 detects the preceding vehicle of the own vehicle is set as the guidance display target, and the superimposed display on the foreground is displayed depending on whether the curvature of the traveling path of the own vehicle is equal to or more than a threshold value. It may be configured to switch whether or not to cancel. Further, the shape of the guidance display is not limited to the sheet shape as in the example of the lane guidance display shown in FIGS. 3 and 6, but may be, for example, a ladder shape or a shape in which a plurality of arrow heads are arranged on the path. It may have a shape.

(Modification 2)
In the first embodiment, when the display control unit 204 causes the HUD 220 to perform the display during the automatic operation, the display of the traveling direction icon is always performed. However, the present invention is not limited to this. For example, the display control unit 204 may be configured to display the traveling direction icon only when the lane guidance is not displayed. The same applies to Modification 1 in which guidance display is performed instead of lane guidance display.

(Modification 3)
In the above-described embodiment and modified examples, description has been given by taking an example applied to the case where the own vehicle performs automatic driving, but the present invention is not limited to this. For example, the configuration may be applied when the own vehicle is manually driven. Alternatively, the host vehicle may not have the automatic driving function. In this case, the vehicle system 1 does not include the automatic driving ECU 6, and the traveling environment may be recognized by another ECU such as the HCU 20.

(Modification 4)
In the first embodiment, the configuration in which the target section for which the lane guidance is displayed is limited is shown, but the configuration is not necessarily limited to this. For example, the target section in which the lane guidance is displayed may not be limited. In this case, the HCU 20 may be configured without the target section determination unit 202. The same applies to Modification 1 in which guidance display is performed instead of lane guidance display.

(Modification 5)
In the first embodiment, the display control unit 204 has a configuration that switches whether or not to stop the lane guidance display in the foreground depending on whether or not the curvature of the traveling path of the vehicle is equal to or more than the threshold value, but this is not always the case. Not limited to For example, it may be configured to switch whether or not to stop the lane guidance display in the foreground depending on whether or not the gradient change of the traveling path of the own vehicle is equal to or more than a threshold value (hereinafter, modified example 5). This is because depending on the size of the gradient change of the host vehicle, the lane guidance display may occur because the distal side of the host vehicle in the planned driving lane may be displaced up and down from the projection area in front of the driver's seat. This is because there is a case where the driver is lacked and the driver feels annoyed.

  When the fifth modification is adopted, the situation determination unit 203 may be configured to determine the gradient change of the traveling path of the own vehicle. In this case, the situation determination unit 203 may determine the gradient change of the traveling path of the own vehicle based on the traveling environment recognized by the automatic driving ECU 6, or the vehicle position and the map data output from the ADAS locator 3 to determine the own vehicle. You may determine the gradient change of a driving path. This change in the gradient of the traveling path of the own vehicle corresponds to the situation of the own vehicle. As an example, as the gradient change, the rate of change of the longitudinal gradient of the next section with respect to the section corresponding to the current vehicle position may be used.

  Further, when the fifth modification is adopted, the situation determination unit 203 determines whether or not the gradient change of the traveling path of the vehicle is equal to or more than the threshold value. The threshold value referred to here may be a value of a gradient change that is predicted to deviate from the projection area to such an extent that the lane guidance display is estimated to give the driver a feeling of strangeness. This threshold may be estimated by simulation or may be obtained by experimental running. Even in the case where the fifth modification is adopted, similarly to the first embodiment, depending on whether or not the curvature of the traveling path of the host vehicle is equal to or more than a threshold value, a configuration for switching whether or not to stop the superimposed display on the foreground is displayed. May be Further, it may be configured to be combined with the first modification which performs guidance display instead of lane guidance display.

(Embodiment 2)
In the above-described embodiment and modification, the configuration in which whether or not to stop the lane guidance display in the foreground is switched according to the road structure such as the curvature and gradient change of the traveling path of the vehicle has been shown, but the present invention is not limited to this. Absent. For example, depending on whether or not the target information source, which is the target road sign or road marking in front of the route of the own vehicle, is difficult for the driver to confirm, a virtual image indicating the target information source is superimposed and displayed on the foreground. It may be configured to switch whether or not to do so (hereinafter, Embodiment 2). Hereinafter, the second embodiment will be described.

  The vehicle system 1 of the second embodiment is the same as the vehicle system 1 of the first embodiment except that the HCU 20a is included instead of the HCU 20. The HCU 20a is the same as the HCU 20 of the first embodiment except that a part of the configuration regarding the display control by the HUD 220 is different.

  The second embodiment may be applied to a case where a virtual image showing the target information source is displayed on the foreground in a superimposed manner during automatic driving. However, in the following, the virtual image showing the target information source is displayed on the foreground while being manually driven. Description will be given as applied to the case. Therefore, in the second embodiment, the vehicle system 1 may not include the autonomous driving ECU 6, and the traveling environment may be recognized by another ECU such as the HCU 20a.

<Schematic configuration of HCU 20a>
Here, the schematic configuration of the HCU 20a will be described with reference to FIG. Regarding the display control by the HUD 220, the HCU 20a includes an information acquisition unit 201, a target section determination unit 202a, a situation determination unit 203a, a display control unit 204a, and a display condition determination unit 205 as functional blocks, as illustrated in FIG. 7. This HCU 20a also corresponds to a vehicle display control device.

  The target section determination unit 202a determines whether or not the traveling path of the vehicle is the target section where the target information source exists. The target information source can be arbitrarily set from all road signs and road markings. Examples of target information sources are signs that prohibit or specify specific transportation methods such as stop, parking prohibition, entry prohibition, maximum speed, signs that convey allowable contents, signs that call attention, and guidance. There are signs to do. In addition, there are markings that prohibit or specify specific transportation methods such as temporary stop, parking prohibition, maximum speed, stop prohibition part, etc., and markings that convey permissible contents such as right turn arrows on the right turn lane. The target section here may be a section in a link unit, a section in a segment unit, or a section sectioned by another criterion.

  If the target section determination unit 202a determines whether the section corresponding to the vehicle position of the own vehicle is the target section from the vehicle position and map data output from the ADAS locator 3 in the same manner as the target section determination unit 202. Good. The existence of the target information source may be determined by using road sign data, road marking data, etc. in the three-dimensional map data.

  The situation determination unit 203a determines whether or not the target information source ahead of the route of the own vehicle is in a situation that is difficult for the driver to confirm (hereinafter, confirmation difficult situation). Whether the vehicle is in this difficult confirmation state or not corresponds to the vehicle state. For example, when the surroundings monitoring sensor 4 cannot detect the target information source at a position in front of the route of the own vehicle, where the target information source is estimated to exist from the map data, the situation determination unit 203a determines that the situation is difficult to confirm. judge. On the other hand, when the perimeter monitoring sensor 4 can detect the target information source, it is determined that the situation is not difficult. As an example, whether or not the target information source can be detected by the peripheral monitoring sensor 4 is determined by the target information source at a position in the traveling environment recognized by the automatic driving ECU 6 that is estimated to exist from the map data. It may be determined by whether or not was recognized.

  The following examples are examples of situations in which it is difficult to confirm. For example, there is a case where the road marking, which is the target information source, is faint or covered with snow or the like, which makes it difficult to recognize. In addition, there are cases in which the road sign, which is the target information source, is faint or is hidden by the parked vehicle, the preceding vehicle, the terrain, and the structure, making it difficult to recognize.

  When the status determination unit 203a determines that the situation is difficult to confirm, the display condition determination unit 205 determines whether or not the display condition of the virtual image indicating the target information source that is determined to be difficult to confirm is satisfied. An example of the display condition is that the distance between the target information source and the vehicle is less than the set value. The set value is a distance that can be set arbitrarily, and may be a distance that is estimated to be compatible with the content indicated by the target information source before the vehicle reaches the target information source. In addition, if the target information source indicates a regulation that prohibits or specifies a specific transportation method such as parking prohibition, the vehicle may show signs that it does not comply with the regulation indicated by the target information source. The indication may be used as the display condition.

  The sign of non-compliance with the regulation indicated by the target information source may be detected from the running state of the own vehicle. As an example, a sign that the target information source does not comply with the regulation may be detected based on the detection signal of each sensor output from the vehicle control ECU 5. When the target information source is a sign indicating prohibition of parking, it may be detected that the speed of the own vehicle is equal to or lower than a predetermined speed as a sign not complying with the regulation based on the detection signal of the wheel speed sensor. .. Further, based on the signal of the hazard switch, the fact that the hazard switch is turned on may be detected as a sign that the regulation is not obeyed. If the target information source is a sign or sign indicating the maximum speed, it is confirmed that the speed of the own vehicle exceeds the maximum speed regulated by the target information source based on the detection signal of the wheel speed sensor. It should be detected as a sign that the regulation is not complied with.

  When the display condition determination unit 205 determines that the display condition is satisfied, the display control unit 204a causes the HUD 220 to display a virtual image indicating the target information source in the foreground in a superimposed manner. Hereinafter, the display of the virtual image showing the target information source will be referred to as the target information source display. On the other hand, when the display condition determination unit 205 determines that the display condition is not satisfied, the display control unit 204a does not cause the HUD 220 to display the target information source.

  The display control unit 204a may be configured to cause the target information source display to be superimposed on a position where the target information source that has been determined to be in the difficult-to-verify state should exist in the foreground (hereinafter, the target existing position). It may be configured to be superimposed on a position other than the position where the target information source should exist. In addition, the display control unit 204a may be configured to switch whether to display the target information source display by being superimposed on the target existing position or by being superimposed on a position other than the target existing position, depending on the type of the confirmation difficulty situation.

  As an example, the situation determination unit 203a determines that it is difficult to confirm because the surrounding monitoring sensor 4 detects obstacles such as terrain, structures, parked vehicles, and preceding vehicles at a position where the target information source is estimated to exist. When the determination is made, the target information source display may be superimposed on a position other than the target existing position. On the other hand, when the situation determination unit 203a determines that the situation is difficult to confirm at the position where the target information source is estimated to exist, even though the surroundings monitoring sensor 4 has not detected an obstacle, the target information is The source display may be configured to be superimposed on the target existing position.

  Here, a specific example of the target information source display on the display control unit 204a will be described. For example, if it is determined that it is difficult to confirm due to faint or covered snow, such as a right-turn arrow in a right-turn lane, this sign is originally present in the foreground. The target information source display may be superimposed on the position to be displayed. As the target information source display, a virtual image of the image of the sign indicating the traveling direction may be displayed.

  Further, as shown in F of FIG. 8, when the sign indicating the parking prohibition (see NP of FIG. 8) is hidden by the parked vehicle (see PV of FIG. 8) and it is determined that it is difficult to confirm, As indicated by G in FIG. 8, the target information source display (see ViNP in FIG. 8) may be superimposed on a position other than the position where the sign indicating parking prohibition originally exists in the foreground. As the target information source display, a virtual image of the image of the sign indicating parking prohibition (see ViNP in FIG. 8) may be displayed at a position outside the parked vehicle. In addition to the virtual image of the image of the sign indicating parking prohibited, the display control unit 204a superimposes and displays the virtual image indicating the parking prohibited region (see NPAr in FIG. 8) on the region corresponding to the parking prohibited region in the foreground. It is also possible to adopt a configuration that allows it. As an example, the parking prohibited area may be specified from the map data by including the parking prohibited area data in the map data. It is preferable that the virtual image showing the parking prohibited area be different in color, pattern, etc. from the lane guidance display so that the driver can easily recognize that the intention is prohibited. As an example, a pattern similar to the zebra zone may be used. In addition, as a virtual image indicating a parking prohibited area, a three-dimensional object may be displayed as a virtual image so that the driver can easily recognize that the intention is prohibited.

  In addition, as shown in H of FIG. 9, when the sign indicating the stop (see SP of FIG. 9) is hidden by the terrain and it is determined that it is difficult to confirm, as shown in I of FIG. In addition, the target information source display (see ViSP in FIG. 9) may be superimposed on a position other than the position where the sign indicating the temporary stop originally exists in the foreground. As the target information source display, a virtual image of the image of the sign indicating the temporary stop (see ViSP in FIG. 9) may be displayed. Note that the display control unit 204a may be configured to display the lane guidance display (see Gu in FIG. 8) in addition to the virtual image of the image of the sign indicating the temporary stop in a superimposed manner on the planned driving lane in the foreground. As an example, the planned lane may be the same as the lane in which the host vehicle is traveling.

<Process related to virtual image display control in HCU 20a>
Next, an example of the flow of virtual image display control related processing in the HCU 20a will be described using the flowchart of FIG. In the flowchart of FIG. 10 as well, similar to the flowchart of FIG. 5, the configuration may be started when the power of the HUD 220 is turned on and the function of the HUD 220 is turned on.

  First, in step S21, the target section determination unit 202a determines whether the traveling path of the vehicle is the target section. When it is determined that the section is the target section (YES in S21), the process proceeds to step S22. On the other hand, when it is determined that it is not the target section (NO in S21), the process proceeds to step S25.

  In step S22, the situation determination unit 203a determines whether or not the target information source ahead of the route of the own vehicle is in a difficult-to-verify state that is difficult for the driver to confirm. When it is determined that the situation is difficult to confirm (YES in S22), the process proceeds to step S23. On the other hand, if it is determined that the situation is not difficult (NO in S22), the process proceeds to step S25.

  In step S23, the display condition determination unit 205 determines whether or not the display condition of the virtual image indicating the target information source that has been determined to be in the difficult confirmation state is satisfied. When it is determined that the display condition is satisfied (YES in S23), the process proceeds to step S24. On the other hand, when it is determined that the display condition is not satisfied, the process proceeds to step S25.

  In step S24, the display control unit 204a causes the HUD 220 to display the target information source by superimposing it on the foreground, and then proceeds to step S25. The display of the target information source may be ended when the vehicle has passed the position where the target information source exists, or may be ended when the display condition determination unit 205 determines that the display condition is not satisfied.

  In step S25, if it is the end timing of the virtual image display control-related processing (YES in S25), the virtual image display control-related processing ends. On the other hand, if it is not the end timing of the virtual image display control-related processing (NO in S25), the processing returns to S21 and is repeated.

<Summary of Embodiment 2>
According to the configuration of the second embodiment, the virtual image indicating the target information source is not always displayed, but is displayed when it is determined that the driver cannot confirm the target information source ahead of the route of the own vehicle. Therefore, it is possible for the driver to display the virtual image indicating the counter information source at the timing when it is estimated that the display of the virtual image indicating the target information source is useful, while the driver is more troublesome than when the target information source is always displayed. Can be reduced.

  Further, by setting the approach to the target information source as the display condition, it is possible to suppress the display at the timing when it is difficult for the driver to display the virtual image indicating the target information source. This makes it possible to further reduce the troublesomeness of the driver. In addition, by using a sign that does not comply with the regulation indicated by the target information source as a display condition, it is possible to prevent the virtual image of the target information source from being displayed despite the regulation indicated by the target information source. Will be possible. This also makes it possible to further reduce the troublesomeness of the driver.

(Modification 6)
In the second embodiment, when the display condition determination unit 205 determines that the display condition is satisfied, the display control unit 204a causes the HUD 220 to superimpose and display the virtual image indicating the target information source in the foreground. It is not necessarily limited to this. For example, when the HCU 20a does not include the display condition determination unit 205 and the status determination unit 203a determines that the target information source in front of the route of the vehicle is difficult to confirm with the driver, the display control unit 204a is in the foreground. The virtual image showing the target information source may be superimposed and displayed.

(Embodiment 3)
In addition, a virtual image showing the target information source is displayed on the foreground in a superimposed manner depending on whether the driver overlooks the target information source, which is the target road sign or road marking, ahead of the vehicle's path. A configuration for switching whether or not to perform (hereinafter, Embodiment 3) may be adopted. The third embodiment will be described below.

  The vehicle system 1 of the third embodiment is similar to the vehicle system 1 of the first embodiment except that the HCU 20b is included instead of the HCU 20. The HCU 20b is the same as the HCU 20 of the first embodiment except that a part of the configuration related to the display control by the HUD 220 is different.

  The third embodiment will be described as being applied to a case where a virtual image showing a target information source is displayed in a superimposed manner on the foreground during manual operation. Therefore, in the second embodiment, the vehicle system 1 may not include the autonomous driving ECU 6, and the traveling environment may be recognized by another ECU such as the HCU 20b.

<Schematic configuration of HCU 20b>
Here, the schematic configuration of the HCU 20b will be described with reference to FIG. Regarding the display control by the HUD 220, the HCU 20b includes an information acquisition unit 201, a target section determination unit 202a, a situation determination unit 203b, and a display control unit 204b as functional blocks, as illustrated in FIG. 11. This HCU 20b also corresponds to a vehicle display control device.

  The target section determination unit 202a determines whether the traveling path of the own vehicle is the target section in which the target information source exists, in the same manner as the target section determination unit 202a of the HCU 20a. The target information source can be arbitrarily set from all road signs and road markings indicating regulations. Examples of target information sources in the present embodiment include signs and markings that prohibit or specify a specific transportation method such as temporary stop, parking prohibition, entry prohibition, and maximum speed.

  The situation determination unit 203b determines whether or not the driver is likely to overlook the target information source ahead of the route of the vehicle (hereinafter, oversight situation). Whether or not the vehicle is overlooked corresponds to the vehicle situation. For example, the situation determination unit 203b determines that the vehicle is overlooked when the host vehicle shows a sign that the target information source does not comply with the regulation. On the other hand, when the host vehicle does not show any sign of not complying with the regulation indicated by the target information source, it is determined that the vehicle is not overlooked.

  The sign of non-compliance with the regulation indicated by the target information source may be detected from the running state of the own vehicle. As an example, a sign that the target information source does not comply with the regulation may be detected based on the detection signal of each sensor output from the vehicle control ECU 5. When the target information source is a sign indicating prohibition of parking, it may be detected that the speed of the own vehicle is equal to or lower than a predetermined speed as a sign not complying with the regulation based on the detection signal of the wheel speed sensor. .. Further, based on the signal of the hazard switch, the fact that the hazard switch is turned on may be detected as a sign that the regulation is not obeyed. If the target information source is a sign or sign indicating the maximum speed, it is confirmed that the speed of the own vehicle exceeds the maximum speed regulated by the target information source based on the detection signal of the wheel speed sensor. It should be detected as a sign that the regulation is not complied with. In addition, when the target information source is a sign indicating entry prohibition, the winker signal of the winker switch 7 is a signal indicating a direction change to the direction in which the target information source is installed on the road. Should be detected as a sign that the regulation is not followed.

  If the vehicle system 1 includes a camera that captures a face image of the driver, the situation determination unit 203b may determine whether or not the vehicle is overlooked by the following configuration. Specifically, the situation determination unit 203b detects the driver's line-of-sight direction from the face image, and if the line-of-sight to the target information source is not retained for a set time, it is estimated that the driver of the target information source missed the image. You can judge it as the situation. The driver's line-of-sight direction may be detected from the face image by a DSM (Driver Status Monitor) other than the HCU 20b.

  When the status determination unit 203b determines that the driver overlooks the oversight of the target information source ahead of the route of the vehicle, the display control unit 204b causes the HUD 220 to display a virtual image indicating the target information source in the foreground. Are superimposed and displayed. The display of the virtual image indicating the target information source is also referred to as the target information source display in this embodiment. On the other hand, when the situation determination unit 203b determines that the situation is not an overlook situation, the display control unit 204b does not cause the HUD 220 to display the target information source.

  The display control unit 204b may be configured to superimpose the target information source display on the position where the target information source exists in the foreground, but to give the driver notice of the target information source whose oversight is estimated. In addition, it is preferable that the target information source is superimposed on a position other than the position in the foreground. In addition, it is preferable that the display control unit 204b change the display mode in which the virtual image of the target information source is superimposed and displayed in the foreground according to the degree of urgency in which the subject vehicle complies with the regulation indicated by the target information source. The display control unit 204b may be configured to treat the target information source indicating the restriction on the place as the shorter the distance to the target information source, the higher the urgency. Further, the display control unit 204b treats the target information source indicating the restriction on the maximum speed as the higher the urgency, the greater the degree of deviation in the direction exceeding the maximum speed restricted by the target information source. And it is sufficient.

  Here, a specific example of the display of the target information source on the display control unit 204b will be described. For example, when the situation determination unit 203b determines that the driver overlooks the oversight situation of the sign (see NT in FIG. 12) indicating entry prohibition, as illustrated in FIG. 12, the entry prohibition in the foreground is prohibited. The target information source display (see ViNT in FIG. 12) may be superimposed on the road. As the target information source display, a virtual image (see ViNT in FIG. 12) of the image of the sign indicating entry prohibition may be displayed. The display control unit 204b superimposes and displays a virtual image (see NTAr in FIG. 12) indicating an inaccessible area on the area corresponding to the inaccessible road in the foreground in addition to the virtual image of the image indicating the inaccessible sign. It is also possible to adopt a configuration that allows it. It is preferable that the virtual image indicating the entry prohibited area be different in color, pattern, etc. from the lane guidance display so that the driver can easily recognize that the intention is prohibited. As an example, a pattern similar to the zebra zone may be used. In addition, as a virtual image indicating a parking prohibited area, a three-dimensional object may be displayed as a virtual image so that the driver can easily recognize that the intention is prohibited.

  In addition, when the situation determining unit 203b determines that the driver overlooks the sign indicating the maximum speed, the situation determining unit 203b displays an image of the sign indicating the maximum speed as the target information source display in the foreground. The virtual image may be displayed in a superimposed manner. In addition, when the virtual image of the image of the sign indicating the maximum speed is displayed in a superimposed manner, the display mode may be changed according to the degree of urgency to make the subject vehicle comply with the regulation indicated by the target information source. Here, an example will be described with reference to FIG. In FIG. 13, at the time of approaching the section with the maximum speed of 80 km, after the overspeed was “low”, which is less than the threshold value, there was no overspeed, and the section with the maximum speed of 80 km moved to the section with the maximum speed of 50 km. An example will be described in which the overspeed is sometimes "high", which is equal to or higher than the threshold. The threshold value here is a value that can be set arbitrarily.

  When the speed is excessively “low”, the display control unit 204b may reduce the speed because the driver may be conscious of the sign indicating the maximum speed, so that the driver does not feel annoyed. Fade in the information source display (see J in FIG. 13). Subsequently, the display control unit 204b displays the target information source so that the driver does not feel the annoyance due to the sudden change in the display when the overspeed state changes to the overspeed state. Fade out (see K in FIG. 13). On the other hand, when the speed is over "high", the display control unit 204b is likely to have overlooked the sign indicating the maximum speed. Flashes (see L in FIG. 13). In this way, by changing the display mode according to the degree of urgency to make the subject vehicle comply with the regulation indicated by the target information source, the driver's annoyance can be reduced as needed while driving assistance is provided. It will be possible to do.

<Process related to virtual image display control in HCU 20b>
Next, an example of the flow of virtual image display control related processing in the HCU 20b will be described using the flowchart in FIG. In the flowchart of FIG. 14 as well, similar to the flowchart of FIG. 5, the configuration may be started when the power of the HUD 220 is turned on and the function of the HUD 220 is turned on.

  First, in step S41, the target section determination unit 202a determines whether the traveling path of the vehicle is the target section. When it is determined that the section is the target section (YES in S41), the process proceeds to step S42. On the other hand, when it is determined that it is not the target section (NO in S41), the process proceeds to step S44.

  In step S42, the situation determination unit 203b determines whether or not the driver has overlooked the oversight situation of the target information source ahead of the vehicle. Then, when it is determined that the situation is an oversight (YES in S42), the process proceeds to step S43. On the other hand, when it is determined that the situation is not overlooked (NO in S42), the process proceeds to step S44.

  In step S43, the display control unit 204b causes the HUD 220 to display the target information source by superimposing it on the foreground, and then proceeds to step S44. The target information source display is terminated when the elapsed time from the start of the target information source display reaches the set time, or when the indication that the target information source does not comply with the regulations is no longer detected. You can let me do it.

  In step S44, if it is the end timing of the virtual image display control-related processing (YES in S44), the virtual image display control-related processing is ended. On the other hand, if it is not the end timing of the virtual image display control-related processing (NO in S44), the processing returns to S41 and is repeated.

<Summary of Embodiment 3>
According to the configuration of the third embodiment, the virtual image indicating the target information source is not always displayed, but is displayed when it is determined that the driver overlooks the target information source ahead of the route of the vehicle. Therefore, it is possible for the driver to display the virtual image indicating the counter information source at the timing when it is estimated that the display of the virtual image indicating the target information source is useful, while the driver is more troublesome than when the target information source is always displayed. Can be reduced.

(Modification 7)
In the second and third embodiments, the configuration in which the target section for which the target information source is displayed is limited is shown, but the configuration is not necessarily limited to this. For example, the target section in which the target information source is displayed may not be limited. In this case, the HCUs 20a and 20b may not be provided with the target section determination unit 202a. When the target section for which the target information source display is performed is not limited, the HCUs 20a and 20b may be configured to sequentially perform the determinations by the situation determination units 203a and 203b in the virtual image display control-related processing.

(Modification 8)
In the above-described first to third embodiments, as the configuration for limiting the superimposition display of the virtual image on the foreground such as the lane guidance display and the target information source display, the superposition display is limited by not performing the superimposition display. It is not necessarily limited to this. For example, the configuration may be such that the superimposed display is restricted by reducing the brightness of the superimposed display. Even if the superimposed display is restricted by lowering the luminance of the superimposed display, the luminance of the superimposed display is reduced, and the superimposed display is less likely to be caught by the driver's eyes, so that the driver's annoyance can be reduced. become.

(Embodiment 4)
In Modification 5 described above, it is determined whether or not the gradient change of the traveling path of the own vehicle is equal to or larger than the value of the gradient change predicted to deviate from the projection area so that the lane guidance display is estimated to give the driver a feeling of strangeness. Although the configuration for switching whether or not to stop the superimposed display on the foreground has been shown, the present invention is not necessarily limited to this. For example, depending on whether or not the gradient change of the own vehicle's road is equal to or more than the value of the gradient change estimated to cause a blind spot invisible to the driver on the road surface in front of the own vehicle's road, It may be configured to switch whether or not to limit the superimposed display on the foreground. The fourth embodiment will be described below.

<Schematic configuration of vehicle system 1c>
The vehicle system 1c of the fourth embodiment is the same as the vehicle system 1 of the first embodiment except that the HMI system 2c is included instead of the HMI system 2 and the navigation device 8 is included. As shown in FIG. 15, the HMI system 2c includes an HCU 20c, an operating device 21, a display device 22, and a DSM (Driver Status Monitor) 23. The HMI system 2c is similar to the HMI system 2 of the first embodiment, except that the HCU 20c is provided instead of the HCU 20 and the DSM 23 is provided.

  The DSM 23 includes a near-infrared light source and a near-infrared camera, and a control unit that controls them. The DSM 23 is arranged, for example, on the upper surface of the instrument panel in a posture in which the near infrared camera faces the driver's seat side of the own vehicle. The DSM 23 takes an image of the driver's head irradiated with near infrared light by the near infrared light source using a near infrared camera. The image captured by the near infrared camera is analyzed by the control unit. The control unit detects an eye from the captured image by image recognition processing and identifies the eye point based on the detected eye position. The eye point is the position of the eyes of the driver seated in the driver's seat, and may be specified as a coordinate in a three-dimensional space with the vehicle position of the vehicle positioned by the ADAS locator 3 as the origin. The coordinates of the eye point may be specified based on the correspondence between the position in the image captured by the near-infrared camera that is defined in advance and the position in the three-dimensional space.

  The DSM 23 may also be configured to detect the line-of-sight direction of the driver. The driver's line-of-sight direction may be detected as follows. First, the control unit detects the face contour, eyes, nose, mouth, and other parts from the captured image by image recognition processing, and detects the driver's face orientation from the relative positional relationship between the parts. In addition, the control unit detects the pupil and the corneal reflection from the captured image by image recognition processing, and detects the line-of-sight direction from the detected face direction and the detected positional relationship between the pupil and the corneal reflection.

  The navigation device 8 includes a navigation map DB 80, searches for a route that satisfies conditions such as time priority and distance priority to a set destination, and provides route guidance according to the searched route. The navigation map DB 80 is a non-volatile memory and may store map data such as link data, segment data, node data, and road shapes. When the navigation map DB 80 is used, for example, the map DB 32 of the ADAS locator 3 does not store the data such as the link data, the segment data, the node data, and the road shape stored in the navigation map DB 80. It may be configured to store a three-dimensional map including point groups of feature points of the structure. Further, for the long-to-medium-term travel plan in the automatic driving ECU 6, the route searched by the navigation device 8 may be used. The configuration including the navigation device 8 may be applied to the first to third embodiments.

<Schematic configuration of HCU 20c>
Subsequently, the schematic configuration of the HCU 20c will be described with reference to FIG. Regarding the control of the display by the HUD 220, the HCU 20c includes an information acquisition unit 201c, a situation determination unit 203c, a display control unit 204c, and a visible range estimation unit 206 as functional blocks, as shown in FIG. This HCU 20c also corresponds to a vehicle display control device. The HCU 20c does not include the target section determination unit 202, includes the visible range estimation unit 206, and replaces the information acquisition unit 201, the status determination unit 203, and the display control unit 204 with the information acquisition unit 201c and the status determination unit. The HCU 20 is the same as the HCU 20 according to the first embodiment except that it includes a display unit 203c and a display control unit 204c.

  The information acquisition unit 201c is the same as the information acquisition unit 201 of the first embodiment except that the map data and the route information output from the navigation device 8 are acquired. The situation determination unit 203c determines a gradient change in the longitudinal gradient in front of the vehicle on the traveling path of the vehicle. The front of the own vehicle on the traveling path of the own vehicle may be, for example, the next section to the section corresponding to the current vehicle position. The section may be a section of a link unit, a section of a segment unit, or a section divided by another criterion. The situation determination unit 203c may determine the gradient change in front of the own vehicle from the traveling environment recognized by the automatic driving ECU 6, or in front of the own vehicle from the vehicle position and map data output from the ADAS locator 3, the navigation device 8 and the like. You may judge the gradient change of.

  The situation determination unit 203c determines whether or not the gradient decrease rate in front of the vehicle is equal to or more than a threshold value as the gradient change in front of the vehicle. This gradient reduction rate in front of the own vehicle corresponds to the own vehicle situation. It is assumed that the value of the upward slope is a positive value, the value of the downward slope is a negative value, and the horizontal value is 0. The threshold value referred to herein may be a value of a gradient reduction rate estimated to cause a blind spot invisible to the driver on the road surface in front of the traveling path of the own vehicle. This threshold may be estimated by simulation or may be obtained by experimental running. A situation where a blind spot invisible to the driver on the road surface in front of the vehicle's road due to a change in gradient is, for example, a situation in which the road surface ahead of the top of the slope cannot be seen by the driver while the vehicle is climbing. pointing.

  The visible range estimation unit 206 estimates the range of the road surface visible to the driver of the own vehicle, of the road surface in front of the own vehicle. Specifically, based on the eye point of the driver of the own vehicle acquired from the DSM 23 and the road structure of the traveling road of the own vehicle acquired by the information acquisition unit 201c, the range of the road surface visible to the driver of the own vehicle is determined. presume. The road structure of the traveling path of the vehicle acquired by the information acquisition unit 201c may be a road structure represented by a three-dimensional map, for example.

  Here, an example of a method of estimating the range of the road surface that can be visually recognized by the driver of the own vehicle will be described with reference to FIG. As an example, the visual recognition range estimation unit 206 replaces the coordinates of the driver's eye point with the position on the three-dimensional map, extends a straight line from the coordinates of the eye point to the driver's line of sight on the three-dimensional map, and intersects with the road surface. Is the vanishing point (Vp in FIG. 17). As for the line-of-sight direction of the driver, the line-of-sight direction assumed to be facing the driver may be used, or the line-of-sight direction detected by the DSM 23 may be used. Then, the road surface from the own vehicle to the vanishing point is estimated to be the range of the road surface visible to the driver of the own vehicle. It should be noted that the road surface after the vanishing point is estimated to be outside the range of the road surface visible to the driver of the own vehicle even if the road surface does not deviate vertically from the projection area on which the display image is projected (Va in FIG. 17).

  When the situation determination unit 203c determines that the slope decrease rate in front of the vehicle is less than the threshold, the display control unit 204c changes the shape of the planned lane in the foreground in the same manner as the display control unit 204 according to the first embodiment. Along with this, the HUD 220 is caused to display the lane guidance indicating the range within the lane. The planned traveling lane may be specified from the route guided by the navigation device 8.

  On the other hand, the display control unit 204c limits the lane guidance display in the foreground when the situation determination unit 203c determines that the gradient decrease rate in front of the vehicle is equal to or greater than the threshold value. Specifically, when the gradient reduction rate in front of the own vehicle is equal to or more than the threshold, the display control unit 204c falls within the range estimated to be the range of the road surface visible to the driver of the own vehicle by the visible range estimation unit 206. Limit the range of the lane guidance display. Explaining with reference to FIG. 18, the road surface range is estimated to be visible to the driver (Pr in FIG. 18) and the road surface range not estimated to be visible to the driver (Di in FIG. 18). Of the lane guidance displays, only Pr is displayed in a superimposed manner. The display control unit 204c does not display the lane guidance on the road surface outside the range estimated as the range of the road surface visible to the driver even if the lane guidance display does not deviate vertically from the projection area. ..

  This is because when there is a section where the slope decreases in front of the vehicle's path, a blind spot that cannot be seen by the driver occurs on the road surface with a downward slope depending on the degree to which the slope decreases, and the lane guidance display is displayed even on the road surface that is the blind spot. If this is done, the driver may feel a sense of discomfort from the lane guidance display, and the driver may feel annoyed. On the other hand, in the present embodiment, when it is determined that the gradient reduction rate in front of the vehicle is equal to or greater than the threshold value, the range of the lane guidance display is limited to the range estimated to be the range of the road surface visible to the driver. Thus, it is possible to reduce such annoyance.

  Note that, here, the configuration has been shown in which the range of the road surface that can be visually recognized by the driver of the own vehicle is estimated by obtaining the vanishing point, but the present invention is not limited to this. For example, the road surface shape may be acquired from the three-dimensional map as surface information, and the hidden surface processing used as a 3D graphic technique may be used to estimate the range of the road surface visible to the driver of the vehicle. Good. When the hidden surface processing is used, the eye point is set as a specific viewpoint, and the hidden surface that is not visible from the eye point is obtained by using the Z-buffer algorithm among all pixels of the lane guidance display. It suffices to estimate the range of the road surface that is visible to the driver.

  Further, when the display on the HUD 220 is performed during automatic driving, the display control unit 204c indicates the planned course direction of the vehicle, whether the lane guidance is displayed or not. The virtual image of the route direction icon may be displayed. The planned route direction of the own vehicle may be specified from the route guided by the navigation device 8, the travel plan generated by the autonomous driving ECU 6, and the like.

<Process related to virtual image display control in HCU 20c>
Next, an example of the flow of virtual image display control related processing in the HCU 20c will be described using the flowchart in FIG. In the flowchart of FIG. 19 as well, similar to the flowchart of FIG. 5, it may be configured to start when the power of the HUD 220 is turned on and the function of the HUD 220 is turned on.

  First, in step S61, the situation determination unit 203c determines whether or not the gradient reduction rate in front of the vehicle is equal to or greater than a threshold value. Then, when it is determined that the gradient reduction rate is equal to or more than the threshold value (YES in S61), the process proceeds to step S62. On the other hand, when it is determined that the gradient decrease rate is less than the threshold value (NO in S61), the process proceeds to step S64.

  In step S62, the visible range estimation unit 206 determines the road surface that is visible to the driver of the own vehicle among the road surfaces in front of the own vehicle based on the eye points of the driver of the own vehicle and the road structure of the traveling path of the own vehicle. Estimate the range of.

  In step S63, the display control unit 204c causes the HUD 220 to limit the range to the range of the road surface that can be visually recognized by the driver of the own vehicle by the visual range estimation unit 206 to display the lane guidance, and then proceeds to step S65. .. On the other hand, in step S64, the display control unit 204c causes the HUD 220 to display the lane guidance without the above restriction, and then proceeds to step S65.

  In step S65, if it is the end timing of the virtual image display control-related processing (YES in S65), the virtual image display control-related processing is ended. On the other hand, if it is not the end timing of the virtual image display control related process (NO in S65), the process returns to S61 and is repeated. An example of the end timing of the virtual image display control-related processing is when the power switch of the vehicle is turned off, when the function of the HUD 220 is turned off, or the like.

<Summary of Embodiment 4>
According to the configuration of the fourth embodiment, when the gradient reduction rate in front of the own vehicle is equal to or greater than the threshold value, the lane guidance is included in the range estimated to be the range of the road surface visible to the driver of the own vehicle by the visible range estimation unit 206. By limiting the display range, it is possible to reduce the annoyance of the driver caused by displaying the lane guidance even on the road surface which is a blind spot.

(Modification 9)
In the fourth embodiment, the configuration in which the driver's eye point of the own vehicle is specified by the DSM 23 is shown, but the present invention is not limited to this. For example, the configuration may be specified by another method. As an example, it is possible to use the fact that there is a tendency of the eyepoint of the driver for each profile such as the height of the driver, and to estimate the eyepoint from the profile such as the height of the driver. In the following, the case where the height is used as the profile of the driver will be described as an example.

  It is assumed that the non-volatile memory of the HCU 20c stores a correspondence relationship in which representative values of eye points are associated with each height. As the representative value here, a mode value, an average value, an intermediate value, or the like can be used. Then, based on the height of the driver who has received an input from the driver via the operation device 21 or the like, an eyepoint according to the height of the driver is specified from this correspondence relationship, and the specified eyepoint is the eyepoint of the driver. It can be estimated that

(Embodiment 5)
In the fourth embodiment, when the gradient decrease rate in front of the own vehicle is equal to or more than the threshold value, the range of lane guidance display is limited to the range estimated to be the range of the road surface visible to the driver of the own vehicle by the visible range estimation unit 206. However, the present invention is not limited to this. For example, when the gradient reduction rate in front of the host vehicle is equal to or greater than the threshold value, the lane guidance display itself may not be displayed to limit the lane guidance display (hereinafter, Embodiment 5). The fourth embodiment will be described below.

<Schematic configuration of vehicle system 1d>
The vehicle system 1d of the fifth embodiment is similar to the vehicle system 1c of the fourth embodiment except that the HMI system 2c is included in place of the HMI system 2d. As shown in FIG. 20, the HMI system 2d includes an HCU 20d, an operation device 21, and a display device 22. The HMI system 2d is the same as the HMI system 2c of the fourth embodiment except that the HCU 20d is provided instead of the HCU 20c and that the DSM 23 is not provided.

<Schematic configuration of HCU 20d>
Subsequently, the schematic configuration of the HCU 20d will be described with reference to FIG. Regarding the display control by the HUD 220, the HCU 20d includes an information acquisition unit 201c, a situation determination unit 203c, and a display control unit 204d as functional blocks, as illustrated in FIG. This HCU 20d also corresponds to a vehicle display control device. The HCU 20d is similar to the HCU 20c of the fourth embodiment, except that the visual range estimation unit 206 is not provided and that the display control unit 204d is provided instead of the display control unit 204c.

  When the situation determination unit 203c determines that the slope decrease rate in front of the vehicle is less than the threshold, the display control unit 204d changes the shape of the planned lane in the foreground in the same manner as the display control unit 204c according to the fourth embodiment. Along with that, the HUD 220 is caused to display the lane guidance indicating the range within the lane.

  On the other hand, the display control unit 204d does not display the lane guidance in the foreground when the situation determination unit 203c determines that the gradient decrease rate in front of the vehicle is equal to or greater than the threshold value. In addition, the display control unit 204d described in the fourth embodiment, in the case of displaying the HUD 220 during the automatic driving, in the case of displaying the lane guidance and in the case of not displaying the lane guidance. Similarly, a virtual image of the route direction icon indicating the planned route direction of the vehicle may be displayed. According to this, even when the gradient reduction rate in front of the host vehicle is equal to or greater than the threshold value and the lane guidance display is not performed, the course direction icon display is continued. It is possible to confirm that the vehicle is traveling to, and you can feel secure about the system status.

  In addition, the course direction icon display may be applied to a case where the display on the HUD 220 is performed during the manual operation. According to this, even if the gradient reduction rate in front of the host vehicle is equal to or greater than the threshold value and the lane guidance display is not performed, the driver can operate the system of the host vehicle by continuing to display the route direction icon. It is possible to confirm that the system is running and to feel reassured about the system status.

<Summary of Embodiment 5>
According to the configuration of the fifth embodiment, when the gradient reduction rate in front of the host vehicle is equal to or greater than the threshold value, the lane guidance display itself is not displayed, so that the lane guidance display is performed even on the road surface that is a blind spot. It is possible to reduce annoyance.

(Modification 10)
In the fourth and fifth embodiments, the display control units 204c and 204d determine whether or not the gradient reduction rate in front of the vehicle is equal to or more than the threshold value in the lane guidance display indicating the range within the lane along the shape of the planned lane in the foreground. The configuration has been described in which whether or not to limit the superimposed display on the foreground is switched depending on whether or not, but the present invention is not limited to this. For example, as described in Modification 1, the configuration may be applied to the guidance display other than the lane guidance display along the shape of the planned lane in the foreground.

(Modification 11)
In the fourth and fifth embodiments, the display control units 204c and 204d have a configuration in which the route direction icon is always displayed when the HUD 220 is displayed during the automatic driving, but the present invention is not limited to this. For example, the display control units 204c and 204d may be configured to display the traveling direction icon display only when the lane guidance display is not displayed. The same applies to Modification 9 in which guidance is displayed instead of lane guidance.

(Modification 12)
Although the fourth and fifth embodiments have been described with reference to the example applied to the case where the own vehicle performs automatic driving, the present invention is not limited to this. For example, the configuration may be applied when the own vehicle is manually driven. Alternatively, the host vehicle may not have the automatic driving function. In this case, the vehicle systems 1c and 1d do not include the automatic driving ECU 6, and the traveling environment is recognized by another ECU or based on the map data of the route guided by the navigation device 8. Good.

(Modification 13)
In the fourth and fifth embodiments, the configuration in which the target section for which the lane guidance is displayed is not limited is shown, but the configuration is not necessarily limited to this. For example, the target section for which the lane guidance is displayed may be limited.

(Modification 14)
In the fifth embodiment, as the configuration for limiting the superimposed display of the virtual image on the foreground such as the lane guidance display, the configuration for limiting the superimposed display by not performing the superimposed display is shown, but the configuration is not necessarily limited to this. For example, the configuration may be such that the superimposed display is restricted by reducing the brightness of the superimposed display. Even if the superimposed display is limited by lowering the luminance of the superimposed display, the luminance of the superimposed display is reduced, and the superimposed display is less likely to be caught by the driver's eyes, so that the driver's annoyance can be reduced. become.

(Modification 15)
In addition, the display control units 204, 204a, 204b, and 204c provide the HUD 220 with navigation information such as information indicating the running state of the vehicle such as vehicle speed and engine speed, information indicating the operating state of the automatic driving function, route guidance information, and traffic congestion information. A virtual image showing information may be displayed.

  The present disclosure is not limited to the above-described embodiments and modification examples, and various modifications can be made within the scope of the claims, and the technical means disclosed in different embodiments and modification examples, respectively. Embodiments obtained by appropriately combining are also included in the technical scope of the present disclosure.

1, 1c, 1d vehicle system, 2, 2c HMI system, 3 ADAS locator, 4 peripheral monitoring sensor, 5 vehicle control ECU, 6 automatic driving ECU, 7 winker switch, 8 navigation device, 10 front windshield (projection member), 20, 20a, 20b, 20c, 20d HCU (vehicle display control device), 40 front camera, 100 virtual image, 201, 201c information acquisition unit, 202, 202a target section determination unit, 203, 203a, 203b, 203c situation determination unit , 204, 204a, 204b, 204c, 204d Display control unit, 205 Display condition determination unit, 206 Viewing range estimation unit, 220 HUD (head-up display)

Claims (13)

A display control device for a vehicle, which is used in a vehicle and controls a display by a head-up display (220) for displaying a virtual image in a superimposed manner on a foreground of the vehicle by projecting an image on a projection member,
A situation determination unit (203, 203c) for determining the situation of the vehicle, which is the road structure of the traveling path of the vehicle,
A display control unit (204, 204c, 204d) that switches whether or not there is a restriction on the superimposed display of the virtual image with respect to the target of the superimposed display of the virtual image according to the own vehicle situation determined by the situation determination unit,
The own vehicle situation determined by the situation determination unit is at least one of a curvature and a gradient change of a traveling path of the own vehicle,
The display control unit is a target of the superimposed display of the virtual image according to at least one of the curvature and the gradient change of the traveling path of the own vehicle determined by the situation determining unit, with respect to the lane in which the own vehicle is scheduled to travel. Te, the lane to that vehicle display control device limits the superimposed display of the virtual image along with the shape of to the foreground in.   The display control unit limits the superimposed display by switching the presence or absence of the superimposed display of the virtual image with respect to the target of the superimposed display of the virtual image according to the vehicle state determined by the situation determination unit. Vehicle display control device. The own vehicle situation determined by the situation determination unit is at least the curvature of the traveling path of the own vehicle,
The display control unit, when the curvature of the traveling path of the own vehicle is less than a threshold with respect to the lane in which the own vehicle is to travel, which is the target of the superimposed display of the virtual image, the lane in the foreground. while not limiting the superimposed display on the lane of the virtual image along with the shape, when the curvature of the traveling path of the vehicle is equal to or larger than the threshold, claim 1 that limit its superimposed into the lane of the virtual image Or the display control device for a vehicle according to 2 . The own vehicle situation determined by the situation determination unit is at least the curvature of the traveling path of the own vehicle,
The display control unit, when the curvature of the traveling path of the own vehicle is less than a threshold value with respect to the lane in which the own vehicle is scheduled to travel, which is the target of the superimposed display of the virtual image, the lane in the foreground. When the curvature of the road on which the vehicle is traveling is equal to or greater than the threshold, the virtual image showing the range within the lane along the shape of the vehicle is not restricted, and the virtual image is superimposed in the lane. The vehicle display control device according to any one of claims 1 to 3, which limits display. The display controller, a lane section own vehicle to the lane and the subject vehicle turning The current section requires turning any one of claims 1 to 4, superimposed display subject to the lane of the virtual image 1 The display control device for vehicle according to the item. The own vehicle status determined by the status determination unit (203c) is at least a gradient in front of the own vehicle on the traveling path of the own vehicle,
The display control unit (204c, 204d), in the foreground, when the gradient decrease rate in front of the own vehicle is less than a threshold value with respect to the lane in which the own vehicle is scheduled to travel, which is a target of the superimposed display of the virtual image. If the gradient reduction rate in front of the vehicle is equal to or greater than the threshold, the virtual image along the shape of the lane is not limited to be displayed in the lane. vehicle display control device according to any one of claims 1 to 5, limited to. In the case where the display control unit, from the range of the projection member, even if the superimposed display of the virtual image along the shape of the lane in which the own vehicle is scheduled to travel does not come off, if the gradient decrease rate in front of the own vehicle is equal to or greater than the threshold value. The display control device for a vehicle according to claim 6 , wherein the virtual display of the virtual image along the shape of the lane in which the vehicle is scheduled to travel is restricted in the foreground. A visual range estimation unit (206) for estimating the range of the road surface visible to the driver on the road surface in front of the vehicle based on the eye structure of the driver of the vehicle and the road structure of the traveling path of the vehicle. ,
When the gradient reduction rate in front of the vehicle is equal to or greater than a threshold value, the display control unit (204c) moves into the foreground within a range estimated to be a range of the road surface visible to the driver by the visible range estimation unit. The display control device for a vehicle according to claim 6 or 7 , which limits the range of the superimposed display of the virtual image along the shape of the lane in which the vehicle is scheduled to travel. The display control unit (204d) does not display the virtual image in the foreground in a superimposed manner along the shape of the lane in which the vehicle is scheduled to travel when the gradient reduction rate in front of the vehicle is equal to or greater than the threshold value. The display control device for a vehicle according to claim 6 or 7 , which limits the superimposed display of the virtual image. The display control unit, which is a target of the superimposed display of the virtual image, is different from the virtual image even when limiting the superimposed display of the virtual image along the shape of the lane with respect to the lane in which the vehicle is to travel. a virtual image of the icon indicating the planned route direction of the vehicle is a type of the virtual image, the vehicle display control device according to any one of claims 1 to 9 is superposed displayed on the lane in the foreground. The own vehicle situation determined by the situation determination unit is at least the curvature of the traveling path of the own vehicle,
The display controller, a position to superimpose the virtual image of the icon, in the direction in which the vehicle is turning, the display for a vehicle according to claim 1 0 shifted in response to the curvature of the traffic lane of the subject vehicle is increased Control device. When the display control unit shifts the position where the virtual image of the icon is superimposed and displayed, if there is a limit to the range in which the image can be projected on the projection member by the head-up display, the display control unit shifts to fit this range. vehicle display control device according to claim 1 1. The display control unit, for the lane subject to the superimposed display of the virtual image, according to at least one of the curvature and the gradient change of the traveling path of the own vehicle determined by the situation determination unit, the superimposed display of the virtual image. While limiting the superimposed display of the virtual image along the shape of the lane where the target vehicle is scheduled to travel, the lane not subject to the superimposed display of the virtual image follows the shape of the lane. The display control device for a vehicle according to any one of claims 1 to 12 , wherein the virtual image is not displayed in a superimposed manner.

Images