JP2018127204A - Display control device for vehicle - Google Patents

Abstract

An object of the present invention is to provide a driver with assistance by displaying a virtual image superimposed on the foreground of a vehicle, while reducing the driver's troublesomeness by displaying the virtual image superimposed. The HCU 20 is used in a vehicle and controls the display by a HUD 220 that superimposes and displays a virtual image on the foreground of a vehicle by projecting an image onto a projection member, and determines the curvature of the traveling path of the vehicle. When the curvature of the travel path of the own vehicle determined by the unit 203 and the situation determination unit 203 is equal to or greater than the threshold value, display control that does not superimpose the lane guidance display in the planned travel lane in the foreground Unit 204. [Selection] Figure 3

Description

  The present disclosure relates to a vehicle display control apparatus.

  2. Description of the Related Art Conventionally, a head-up display (hereinafter referred to as HUD) that superimposes a virtual image on a foreground of a vehicle by projecting an image onto a projection member such as a windshield as disclosed in Patent Document 1 is known. A technology for assisting the driver by causing the driver to recognize the lane of the vehicle to be traveled by displaying a virtual image along the shape of the lane that the vehicle is scheduled to travel on the lane in the foreground is known. ing. In addition, as disclosed in Patent Document 2, a technique for assisting a driver by superimposing a virtual image indicating information on a road sign of a traveling road of the host vehicle on the foreground of the vehicle by HUD is also known.

JP 2011-121401 A JP2015-104930A

  However, when a virtual image along the shape of the lane that the vehicle is scheduled to travel (hereinafter referred to as a “virtual path virtual image”) is superimposed on that lane in the foreground, the range of images that can be projected is limited. May cause a sense of incongruity and may make the driver feel bothersome. Specifically, during the curve, a situation occurs in which the distal side of the lane in which the vehicle is scheduled to travel appears to bend from the driver's seat to the left and right. In such a situation, if the range in which the image can be projected is limited to the front of the driver's seat, the virtual image of the portion of the path that is off to the left and right from the front of the driver's seat is displayed even if the virtual image is superimposed on the foreground. A large missing virtual path image may be displayed. If such a display with a large missing path virtual image is caught by the driver's eyes, the driver may feel annoyed. Similar problems may occur when the gradient changes as well as during the curve.

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

  In addition, when a virtual image indicating information on the road sign of the vehicle's driving road is superimposed on the foreground of the vehicle, a virtual image indicating the road sign is displayed on the driver's eyes each time the road sign appears in front of the vehicle. If it stops, it may make a driver feel annoying.

  One object of the present disclosure is to provide a vehicle display control that can reduce driver's troublesomeness by displaying a virtual image superimposed while supporting the driver by displaying the virtual image superimposed on the foreground of the vehicle. To provide an apparatus.

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

  To achieve the above object, a first vehicle display control device according to the present disclosure is used in a vehicle, and projects a virtual image on a foreground of a vehicle by projecting an image onto a projection member (220). Display control device for a vehicle that controls display by the vehicle, and a situation determination unit (203, 203c) that determines the host vehicle situation that is the road structure of the host vehicle traveling path, and the same target that is the target of the virtual image superimposed display A display control unit (204, 204c, 204d) that switches whether or not to limit the superimposing display of the virtual image with respect to the object according to the vehicle situation determined by the situation determination unit.

  According to this, it is possible to switch whether or not to limit the superimposing display of the virtual image on the same target that is the target of the superimposing display of the virtual image on the foreground according to the host vehicle situation 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 object in a situation where the driver may be bothered by the road structure of the traveling path of the own vehicle. Therefore, it is possible to limit the superimposed display of the virtual image on the object in a situation where it is considered that there is less necessity for the superimposed display of the virtual image for the driver. As a result, it is possible to reduce the troublesomeness of the driver due to the superimposed display of the virtual image while assisting the driver by displaying the virtual image superimposed on the foreground of the vehicle.

  In order to achieve the above object, a second vehicle display control device of the present disclosure is used in a vehicle, and projects a virtual image on a foreground of a vehicle by projecting an image onto a projection member ( 220) a display control device for a vehicle that controls the display of the vehicle, the situation where it is difficult for the driver to confirm the target information source that is the road sign or road sign ahead of the own vehicle, and the road sign ahead of the own vehicle A situation determination unit (203a, 203b) that determines at least one of situations in which oversight by the driver of the target information source that is a road marking is estimated, and a road sign ahead of the course of the vehicle by the situation determination unit Or, it is difficult for the driver to confirm the target information source that is the road marking, and the driver overlooks the target information source that is the road sign or road marking ahead of the vehicle When it is determined that the situation is one of the estimated situations, the superposition display of the virtual image indicating the target information source in the foreground is not restricted, while the situation determination unit determines that it is not the vehicle situation. And a display control unit (204a, 204b) for limiting the superimposed display of the virtual image indicating the target information source.

  According to this, the target of the superimposed display of the virtual image on the foreground according to at least one of the situation in which the target information source is difficult for the driver to confirm and the situation in which the driver of the target information source is estimated to be overlooked It becomes possible to switch the presence or absence of the restriction | limiting of the superimposition display of the virtual image with respect to the same object. Therefore, it is possible to limit the superimposed display of the virtual image on the target in at least one of a situation where the driver can easily confirm the target information source and a situation where the driver is not estimated to miss the target information source. Therefore, it is possible to limit the superimposed display of the virtual image on the object in a situation where it is considered that there is less necessity for the superimposed display of the virtual image for the driver. As a result, it is possible to reduce the troublesomeness of the driver due to the superimposed display of the virtual image while assisting the driver by displaying the virtual image superimposed on the foreground of the vehicle.

1 is a diagram illustrating an example of a schematic configuration of a vehicle system 1. FIG. It is a figure which shows the example of mounting to the vehicle of HUD220. It is a figure which shows an example of a schematic structure of HCU20. It is a figure for demonstrating the problem which arises when the structure of Embodiment 1 is not employ | adopted. It is a flowchart which shows an example of the flow of the virtual image display control related processing in HCU20. It is a figure for demonstrating an example of the transition of the superimposition display of the virtual image according to the switching of the traveling path 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 the target information source display in the display control part 204a. It is a figure for demonstrating the specific example of the target information source display in the display control part 204a. It is a flowchart which shows an example of the flow of the virtual image display control related process 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 the target information source display in the display control part 204b. It is a figure for demonstrating the specific example of the change of the target information source display according to the high urgency in the display control part 204b. It is a flowchart which shows an example of the flow of a virtual image display control related process 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 demonstrating an example of the estimation method of the range of the road surface visible from the driver of the own vehicle. It is a figure for demonstrating an example of the restriction | limiting of the range of a lane guidance display. It is a flowchart which shows an example of the flow of the virtual image display control related process 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. For convenience of explanation, between the plurality of embodiments and the modified examples, parts having the same functions as those shown in the drawings used for the explanation so far are denoted by the same reference numerals and description thereof is omitted. There is a case. For the portions denoted by the same reference numerals, the descriptions 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 blinker switch 7. It is assumed that the HMI system 2, the ADAS locator 3, the periphery monitoring sensor 4, the vehicle control ECU 5, the automatic operation ECU 6, and the blinker switch 7 are connected to, for example, an in-vehicle LAN. Hereinafter, a vehicle using 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 data such as a link ID for identifying a link, a link length indicating the length of the link, a link direction, a link travel time, node coordinates between the start and end of the link, and road attributes. The segment data is data for each segment obtained by dividing the link by shape points, and is composed of a segment ID for identifying the segment, a segment length indicating the length of the segment, a curvature of the segment, shape point IDs at both ends of the segment, and the like. The Node data includes node ID, node coordinates, node name, node type, connection link ID describing the link ID of the link connected to the node, intersection type, etc. Consists of The road shape data includes data such as longitudinal gradient and curvature. Further, as the map data, three-dimensional map data including data such as terrain, structures including road signs, road markings, and the like may be used. In addition, it is good also as a structure which acquires map data from the exterior of the own vehicle using the vehicle-mounted communication module mounted in the own vehicle.

  The ADAS locator 3 sequentially measures the vehicle position of the host vehicle on which the ADAS locator 3 is mounted by combining the positioning signal received by the GNSS receiver 30 and the measurement result of the inertial sensor 31. In addition, it is good also as a structure which uses the travel distance calculated | required from the pulse signal sequentially output from the wheel speed sensor mounted in the own vehicle for positioning of a vehicle position. And the measured vehicle position is output to 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 surrounding monitoring sensor 4 detects a stationary object and a moving body around the own vehicle, and detects road markings such as regulation markings, instruction markings, and travel lane markings. The periphery monitoring sensor 4 may be configured to use a front camera 40 having a predetermined range in front of the host vehicle as an imaging range. For example, the front camera 40 may be provided on the room mirror 11 (see FIG. 2) of the own vehicle. You may provide the front camera 40 on the upper surface of the instrument panel 12 (refer FIG. 2) of the own vehicle. The periphery monitoring sensor 4 may be configured to use a camera that captures images other than in front of the host vehicle, or to use millimeter wave radar, sonar, LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), or the like.

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

  The automatic driving ECU 6 controls the vehicle control ECU 5 to execute an automatic driving function for performing a driving operation by the driver. The automatic 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 periphery monitoring sensor 4. As an example, the shape and movement state of an object around the host vehicle are recognized from the detection result of the periphery monitoring sensor 4, or the shape of a sign around the host vehicle is recognized. Then, by combining with the vehicle position of the own vehicle and the map data, a virtual space in which the actual traveling environment is reproduced in three dimensions is generated.

  In addition, the automatic driving ECU 6 generates a travel plan for automatically driving the vehicle by an automatic driving function based on the recognized traveling environment. As the travel plan, a long-term travel plan and a short-term travel plan are generated. In the long-term driving plan, a route for directing the vehicle to a set destination is defined. In the short-term travel plan, a planned travel locus for realizing travel according to the long-term travel plan is defined using the generated virtual space around the vehicle. Specifically, execution of steering for lane tracking 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 accepts an input operation from the driver of the own vehicle or presents information to the driver of the own vehicle. To do. The operation device 21 is a switch group operated by the driver of the own vehicle. The operation device 21 is used for performing various settings. For example, the operation device 21 includes a steering switch provided in a spoke spoke portion of the own vehicle. As the display device 22, a head-up display (HUD) 220 is used. 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. As the display image, for example, there is an image showing the vehicle state such as the vehicle speed and the operation state of the automatic driving function. In addition, there are images showing the planned course of the vehicle, images showing information sources such as road signs and road markings, and the like. Note that 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 projection area defined on the front windshield 10 as a projection member through an optical system 222 such as a concave mirror. The projection area is assumed to be located in front of the driver's seat, for example. The luminous flux of the display image reflected on the vehicle interior side by the front windshield 10 is perceived by the driver sitting in the driver's seat. Further, the light flux from the foreground as the scenery existing in front of the own vehicle that has passed 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 with a part of the foreground. That is, the HUD 220 superimposes and displays the virtual image 100 on the foreground of the host vehicle to realize a 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 light transmissive combiner. In addition to the HUD 220, the display device 22 may be configured to use a device that displays an image. Examples include a combination meter, CID (Center Information Display), and the like.

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

<Schematic configuration of HCU 20>
Here, a schematic configuration of the HCU 20 will be described with reference to FIG. As shown in FIG. 3, 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 regarding display control by the HUD 220. Note that some or all of the functions executed by the HCU 20 may be configured by hardware using one or a plurality of ICs. Also, some or all of the functional blocks provided 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, vehicle position and map data output from the ADAS locator 3, detection signals of each sensor output from the vehicle control ECU 5, travel environment recognized by the automatic operation ECU 6, information on a travel plan generated by the automatic operation ECU 6, etc. There is.

  The target section determination unit 202 determines whether or not the traveling path of the host vehicle is a section (hereinafter referred to as a target section) that is a target for displaying a virtual image of lane guidance (hereinafter referred to as lane guidance display). The lane guidance display is a display that indicates the range in 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, for example. 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 that substantially matches the lane width of the target lane. The travel lane in the foreground referred to here is a lane in which the vehicle is scheduled to travel from the travel plan. In addition, the target section referred to here may be a section in link units, a section in segment units, or a section classified according to other criteria. As an example of the target section, there are a section where the own vehicle is in front of turning, such as before branching, before joining, before a curve, and a section where the own vehicle needs to turn, such as a curved road.

  The target section determination unit 202 may determine from the vehicle position and map data output from the ADAS locator 3 whether the section corresponding to the vehicle position of the host vehicle is the target section. The section corresponding to the vehicle position of the host vehicle may be specified by map matching processing, for example. When the ADAS locator 3 performs map matching processing to specify the position of the own vehicle on the road, the position of the own vehicle on the road may be used instead of the vehicle position. The determination of the curved road may be performed according to the distinction between the curved road and the straight road in the map data. A curved road may be determined based on the curvature of the road shape. Further, the target section determination unit 202 may determine whether or not a section corresponding to the vehicle position of the host vehicle is a 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 own vehicle. The traveling path of the host vehicle may be a section corresponding to the vehicle position of the host vehicle. The curvature of the traveling path of the vehicle corresponds to the vehicle situation. The section corresponding to the vehicle position of the host vehicle may be specified in the same manner as described above. The section corresponding to the vehicle position of the host vehicle may be a section in link units, a section in segment units, or a section classified according to other criteria. The situation determination unit 203 may determine the curvature of the traveling path of the own vehicle from the traveling environment recognized by the automatic 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.

  Moreover, the situation determination part 203 determines whether the curvature of the traveling path of the own vehicle is more than a threshold value. Here, the threshold value may be a value of curvature that is predicted to deviate from the projection area as the lane guidance display is estimated to give the driver a sense of incongruity. This threshold value may be estimated by simulation or obtained by experimental running.

  The display control unit 204 determines that the target section is the target section by the target section determination unit 202, and if the situation determination unit 203 determines that the curvature of the traveling path of the host vehicle is less than the threshold value, the display control unit 204 changes the shape of the planned driving lane in the foreground. A lane guidance display indicating the range in the lane along the lane is displayed on the HUD 220. The travel lane may be specified from the travel plan generated by the automatic operation ECU 6. The position and shape matching of the planned driving lane and the lane guidance display in the foreground may be performed 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 travel lane may be performed by approximating the shape of the planned travel lane with a cubic spline curve, polynomial, or the like.

  On the other hand, even when the target section determination unit 202 determines that the target section is a target section, the display control unit 204 displays a lane guidance display when the situation determination unit 203 determines that the curvature of the traveling path of the vehicle is equal to or greater than a threshold value. Is not performed by the HUD 220. This is because the following problems occur depending on the curvature of the travel path when the host vehicle turns. Specifically, as shown in FIG. 4, when the host vehicle turns, depending on the curvature of the traveling path, the distal side of the host vehicle in the planned lane (see La in FIG. 4) There arises a situation in which the projection area in front of the driver's seat (see Pa in FIG. 4) deviates left and right. Then, as shown in FIG. 4, a situation occurs in which the lane guidance display (see Gu in FIG. 4) is lacking. This makes it difficult for the driver to recognize the intention indicated by the lane guidance display, and the driver feels uncomfortable from the lane guidance display, which may cause the driver to feel annoyance. On the other hand, in this embodiment, when it is determined that the curvature of the traveling path of the host vehicle is equal to or greater than the threshold value, such troublesomeness can be reduced by not performing the lane guidance display.

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

  The display control unit 204 preferably displays the virtual image of the route direction icon superimposed on the planned travel lane in the foreground so that the driver can easily intuitively recognize that the vehicle is in the planned route direction. . Since the planned lane in the foreground is at least partially located in front of the driver's seat, the virtual image of the course direction icon is displayed superimposed on the center in the vehicle width direction of the projection area located in front of the driver's seat as a default. By doing so, it is preferable to display in the scheduled lane in the foreground.

  In addition, it is more preferable that the display control unit 204 shifts the position at which the virtual image of the route direction icon is displayed in the direction in which the own vehicle turns in accordance with the increase in the curvature of the traveling route of the own vehicle. This is because the following problem occurs when the display position of the virtual image of the route direction icon is fixed at the center of the projection area in the vehicle width direction. Specifically, as shown in FIG. 4, when the host vehicle turns, depending on the curvature of the travel path, the host vehicle is scheduled to travel over most of the projected area in front of the driver's seat (see Pa in FIG. 4). 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 situation occurs in which a virtual image of a course direction icon (see Ic in FIG. 4) fixed at the center of the projection area in the vehicle width direction is displayed superimposed on the adjacent lane. This makes it difficult for the driver to recognize the intention indicated by the route direction icon, and causes the driver to feel uncomfortable from the route direction icon, causing the driver to feel annoyance.

  On the other hand, in the present embodiment, the display position of the virtual image of the route direction icon is shifted in the direction in which the vehicle turns so as to increase the curvature of the travel route of the own vehicle. The display position of the vehicle is likely to fall within the travel lane of the host vehicle, and such annoyance can be reduced. The correspondence between the magnitude of the curvature of the vehicle's driving path and the amount by which the display position of the virtual image of the route direction icon is shifted is correlated so that the virtual image of the route direction icon falls within the planned driving lane of the vehicle And

  Furthermore, it is preferable that the display control unit 204 shifts the position direction icon so that the virtual image of the route direction icon is superimposed on the foreground so as to fall within the projection area. As an example, until the display direction of the route direction icon falls within the range of the projection area, the vehicle moves in the direction of turning in accordance with the curvature of the traveling path of the own vehicle, while exceeding the projection area. In such a case, the configuration may be such that it is stopped 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.

<Virtual image display control-related processing at the HCU 20>
Next, an example of the flow of processing related to display control by the HUD 220 in the HCU 20 (hereinafter referred to as virtual image display control related processing) will be described using the flowchart of FIG. The flowchart in FIG. 5 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. The function of the HUD 220 may be switched according to the input operation received by the operation device 21. The power supply of the HUD 220 may be switched according to the on / off of a switch (hereinafter referred to as a power switch) for starting the internal combustion engine or motor generator of the host vehicle.

  First, in step S <b> 1, the target section determination unit 202 determines whether the traveling path of the host vehicle is a target section. And when it determines with an object area (it is YES at S1), it moves to step S2. On the other hand, when it determines with it not being an object area (it is NO at S1), it moves to step S4.

  In step S2, the situation determination unit 203 determines whether or not the curvature of the travel path of the host vehicle is equal to or greater than a threshold value. And when it determines with a curvature being more than a threshold value (it is YES at S2), it moves to step S4. On the other hand, when it is determined that the curvature is less than the threshold (NO in S2), the process proceeds to step S3. The situation determination unit 203 may be configured to use a radius of curvature instead of the curvature. In this case, the threshold value is also an inverse number, and when it is determined that the threshold value is equal to or less than the threshold value, the process proceeds to S4.

  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 proceeds to step S5. On the other hand, in step S4, the display control unit 204 causes the HUD 220 to display the route direction icon, but does not perform the lane guidance display, 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 host vehicle turns in accordance with the increase in the curvature of the traveling path of the host vehicle. Further, it is more preferable that the display control unit 204 shifts the position direction icon so that it falls within the projection area when shifting the position where the virtual image of the route direction icon is superimposed and displayed on the foreground.

  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 process (NO in S5), the process returns to S1 and the process is repeated. As an example of the end timing of the virtual image display control related processing, there are a case where the power switch of the own vehicle is turned off, a case where the function of the HUD 220 is turned off, and 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 a superimposed display of a virtual road in which a straight road, B is before a curve, and C is in the curve. In FIG. 6, Pa represents a projection area, Ic represents a course direction icon display, Gu represents a guidance display, and Ce represents a center area in the vehicle width direction of the projection area.

  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. Superimposed. On the other hand, when the vehicle approaches the curve, the guidance display is superimposed on the foreground in addition to the route direction icon display. While the vehicle is turning on 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 is displayed when the curvature of the traveling path of the own vehicle increases in the direction in which the own vehicle turns from the center in the vehicle width direction (see Ce in FIG. 6) of the projection area (see Pa in FIG. 6). Depending on the deviation.

<Summary of Embodiment 1>
According to the configuration of the first embodiment, even if the vehicle is in automatic driving, the driver displays the vehicle in the target section such as before the curve, before joining, before branching, or with a curve with a curvature less than the threshold, by the guidance display. It can be confirmed that the system recognizes the lane of the curve road and turns, and can be relieved with respect to the system state. On the other hand, while driving on a straight road, where it can be considered that the driver can be relieved if it can be confirmed that the vehicle continues straight ahead, only the direction icon display of the direction icon and guidance display is superimposed on the foreground. By doing so, the troublesomeness of the driver due to excessive information can be reduced. Furthermore, the driver's troublesomeness caused by the lack of the lane guidance display is reduced by stopping the lane guidance display while turning a curve having a curvature larger than the threshold value. In addition, since the direction icon is displayed even while turning a curve with a curvature greater than or equal to the threshold value, the driver can confirm that his / her vehicle's system is turning on a curved road and be relieved of the system status. Can do.

(Modification 1)
In the first embodiment, for the lane guidance display in which the display control unit 204 indicates the range in the lane along the shape of the scheduled lane in the foreground, depending on whether the curvature of the traveling path of the own vehicle is equal to or greater than a threshold value. Although the configuration for switching whether or not to cancel the superimposed display on the foreground has been shown, the present invention is not necessarily limited thereto. For example, it is good also as a structure applied to the guidance display along the shape of the driving planned lane in the foreground other than a lane guidance display. For example, a guidance display for indicating the inter-vehicle distance from the preceding vehicle may be used. In this case, the guidance display is a case where the surrounding monitoring sensor 4 detects a preceding vehicle of the host vehicle, and the display is superimposed on the foreground depending on whether the curvature of the traveling path of the host vehicle is equal to or greater than a threshold value. What is necessary is just to make it the structure which switches whether 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, for example, a ladder shape, or other shapes such as a shape in which a plurality of arrow heads are arranged on the route. It may be a shape.

(Modification 2)
In the first embodiment, the display control unit 204 is configured to always display the route direction icon when the display on the HUD 220 is performed during the automatic operation. However, the present invention is not necessarily limited thereto. For example, the display control unit 204 may be configured to display the route direction icon only when the lane guidance display is not performed. 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 modification, the description is given by taking an example applied to the case where the host vehicle performs automatic driving, but the present invention is not necessarily limited thereto. For example, it is good also as a structure applied at the time of the manual driving of the own vehicle. Moreover, the structure in which the own vehicle does not have an automatic driving function may be sufficient. In this case, the vehicle system 1 does not include the automatic driving ECU 6, and the travel environment may be recognized by another ECU such as the HCU 20.

(Modification 4)
In Embodiment 1, although the structure which restrict | limits the object area which performs lane guidance display was shown, it does not necessarily restrict to this. For example, it is good also as a structure which does not limit the object area which performs lane guidance display. In this case, the HCU 20 may be configured not to include 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 is configured to switch whether or not to cancel the lane guidance display to the foreground depending on whether or not the curvature of the traveling path of the vehicle is equal to or greater than the threshold. Not limited to. For example, it may be configured to switch whether or not to stop the lane guidance display on the foreground depending on whether or not the gradient change of the traveling path of the own vehicle is greater than or equal to a threshold value (hereinafter, modified example 5). This is because depending on the magnitude of the change in the gradient of the vehicle, the lane guidance display may be caused by a situation in which the distal side of the vehicle's planned lane deviates vertically from the projection area in front of the driver's seat. This is because it may be chipped and cause the driver to feel annoyance.

  When the modified example 5 is adopted, the situation determination unit 203 may be configured to determine a change in the gradient of the traveling path of the own vehicle. In this case, the situation determination unit 203 may determine a change in the gradient of the traveling path of the host vehicle from the traveling environment recognized by the automatic driving ECU 6, or the vehicle position and map data output from the ADAS locator 3 may be used. You may determine the gradient change of a running path. This change in the gradient of the travel path of the host vehicle corresponds to the host vehicle situation. For example, as the gradient change, the rate of change in the longitudinal gradient of the next section relative 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 change in the gradient of the traveling path of the host vehicle is equal to or greater than a threshold value. Here, the threshold value may be a value of a gradient change that is predicted to be out of the projection area as the lane guidance display is estimated to give the driver a sense of incongruity. This threshold value may be estimated by simulation or obtained by experimental running. Even in the case of adopting the modified example 5, as in the first embodiment, the configuration for switching whether or not to cancel the superimposed display on the foreground depending on whether or not the curvature of the traveling path of the own vehicle is equal to or greater than a threshold value. It is good. Moreover, it is good also as a structure combined with the modification 1 which performs a guidance display instead of a lane guidance display.

(Embodiment 2)
In the above-described embodiment and modification, the configuration in which whether or not to cancel the lane guidance display to the foreground according to the road structure such as the curvature of the traveling path of the own vehicle and the change in the gradient is shown, but is not limited thereto. Absent. For example, a virtual image indicating the target information source is superimposed on the foreground depending on whether the target information source that is the target road sign or road sign ahead of the vehicle's path is difficult for the driver to check. It is good also as a structure (henceforth Embodiment) which switches whether it is. The second embodiment will be described below.

  The vehicle system 1 according to the second embodiment is the same as the vehicle system 1 according to the first embodiment except that the vehicle system 1 includes the HCU 20a 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 relating to display control by the HUD 220 is different.

  The second embodiment may be applied to a case where a virtual image indicating the target information source is superimposed and displayed on the foreground during automatic driving, but in the following, a virtual image indicating the target information source is displayed on the foreground during manual driving. The description will be made as applied to the case. Therefore, in the second embodiment, the vehicle system 1 may not include the automatic driving ECU 6, and the traveling environment may be recognized by another ECU such as the HCU 20a.

<Schematic configuration of HCU 20a>
Here, a 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 shown in FIG. The HCU 20a also corresponds to a vehicle display control device.

  The target section determination unit 202a determines whether the traveling path of the host vehicle is a target section where a target information source exists. The target information source can be arbitrarily set from any road signs and road markings. Examples of target information sources include signs that prohibit or specify specific modes of transportation such as temporary stop, parking prohibition, entry prohibition, maximum speed, etc., signs that convey acceptable content, signs that call attention, and guidance There are signs to perform. In addition, there are signs that prohibit or designate specific traffic methods such as temporary stop, parking prohibition, maximum speed, stop prohibition, etc., and a sign that conveys acceptable contents such as a right turn arrow in a right turn dedicated lane. The target section referred to here may be a section in link units, a section in segment units, or a section classified according to other criteria.

  If the target section determination unit 202a determines from the vehicle position and map data output from the ADAS locator 3 whether or not the section corresponding to the vehicle position of the host vehicle is the target section in the same manner as the target section determination unit 202. Good. The presence of the target information source may be determined using road sign data, road sign data, etc. in the three-dimensional map data.

  The situation determination unit 203a determines whether or not the target information source in front of the course of the host vehicle is a situation that is difficult for the driver to confirm (hereinafter, a confirmation difficulty situation). Whether or not this situation is difficult to confirm corresponds to the vehicle situation. For example, the situation determination unit 203a determines that the target information source cannot be detected by the surrounding monitoring sensor 4 at the position where the target information source is estimated to be present from the map data in front of the course of the host vehicle. judge. On the other hand, when the target information source can be detected by the periphery monitoring sensor 4, it is determined that the situation is not difficult to confirm. As an example, whether or not the target information source can be detected by the periphery monitoring sensor 4 is determined based on whether or not the target information source exists in the travel environment recognized by the automatic driving ECU 6 at a position where the target information source is estimated from the map data. What is necessary is just to discriminate | determine by whether it was able to recognize.

  The following example is given as an example in which a situation where confirmation is difficult occurs. For example, there is a case where it is difficult to recognize because the road marking as the target information source is faint or covered with snow or the like. In addition, there are cases where it is difficult to recognize because the road sign as the target information source is faint or hidden by a parked vehicle, a preceding vehicle, terrain, or a structure.

  The display condition determination unit 205 determines whether or not the display condition of the virtual image indicating the target information source determined to be the difficult confirmation state is satisfied when the situation determination unit 203a determines that the confirmation difficult state. An example of the display condition is that the distance between the target information source and the vehicle is less than a set value. The set value is a distance that can be arbitrarily set, and may be a distance that is estimated to be compatible with the contents indicated by the target information source before the vehicle reaches the target information source. In addition, if the target information source indicates a restriction that prohibits or designates a specific transportation method such as parking prohibition, the vehicle will show signs that the target information source does not comply with the restriction. What is shown may be a display condition.

  The signs that do not comply with the regulations indicated by the target information source may be detected from the traveling state of the vehicle. As an example, a sign that does not comply with the regulations indicated by the target information source 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 that parking is prohibited, it may be detected as a sign that does not comply with the regulation that the speed of the host vehicle has become a predetermined speed or less 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 does not comply with the regulations. If the target information source is a sign or sign indicating the maximum speed, the vehicle's speed exceeds the maximum speed regulated by the target information source based on the detection signal of the wheel speed sensor. What is necessary is just to detect as a sign which does not comply with regulations.

  If 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 superimposed on the foreground. The display of the virtual image indicating the target information source is hereinafter referred to as target information source display. On the other hand, if the display condition determining 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 the position of the eyelid where the target information source determined to be in the foreground confirmation state (hereinafter, target target position) is superimposed. It is good also as a structure to superimpose and perform other than the position of the eyelid in which the target information source exists. In addition, the display control unit 204a may be configured to switch whether the target information source display is performed by being superimposed on the target presence position or by being superimposed on a position other than the target presence position, depending on the type of difficult confirmation situation.

  As an example, since the surrounding monitoring sensor 4 detects an obstacle such as terrain, a structure, a parked vehicle, or a preceding vehicle at a position where the target information source is estimated to exist, If it has been determined, the target information source display may be superimposed on other than the target location. On the other hand, if the situation determination unit 203a determines that the situation is difficult to check even though the obstacle monitoring sensor 4 has not detected an obstacle at the position where the target information source is estimated to exist, the target information The source display may be configured to be superimposed on the target location.

  Here, a specific example of target information source display in the display control unit 204a will be described. For example, if a sign indicating the direction of travel allowed in the lane, such as a right turn arrow in a right turn lane, is judged to be difficult to check because it is covered with snow or snow, this sign is originally present in the foreground. What is necessary is just to superimpose a target information source display on the position to perform. As the target information source display, a virtual image of a sign image indicating the traveling direction may be displayed.

  In addition, as shown in F of FIG. 8, when a sign indicating parking prohibition (see NP in FIG. 8) is hidden by the parked vehicle (see PV in FIG. 8) and it is determined that the situation is difficult to confirm, As indicated by G in 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 (see ViNP in FIG. 8) of an image of a sign indicating parking prohibition may be displayed at a position off the parked vehicle. In addition to the virtual image of the sign image indicating parking prohibition, the display control unit 204a superimposes and displays the virtual image indicating the parking prohibition area (see NPAr in FIG. 8) on the area corresponding to the parking prohibition area in the foreground. A configuration may be adopted. As an example, it is only necessary that the parking prohibited area can be specified from the map data by including the data of the parking prohibited area in the map data. It is preferable that the virtual image indicating the parking prohibition region has a color, a pattern, or the like different from that of the lane guidance display so that the driver can easily recognize that the parking prohibition is intended. As an example, a pattern similar to the zebra zone may be used. Moreover, it is good also as a structure which displays a solid object as a virtual image as a virtual image which shows the area | region of parking prohibition so that it may be easy for a driver to recognize that prohibition is intended.

  In addition, as shown in H of FIG. 9, when a sign indicating a temporary stop (see SP in FIG. 9) is hidden by the terrain and determined to be a difficult confirmation state, as shown in I of FIG. 9. 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 pause is originally present in the foreground. As the target information source display, a virtual image (see ViSP in FIG. 9) of an image of a sign indicating a temporary stop may be displayed. The display control unit 204a may be configured to superimpose and display the above-described lane guidance display (see Gu in FIG. 8) on the planned travel lane in the foreground in addition to the virtual image of the sign image indicating the temporary stop. As an example, the travel lane may be the same lane as the lane in which the host vehicle is traveling.

<Virtual image display control related processing in the HCU 20a>
Next, an example of the flow of the virtual image display control related process in the HCU 20a will be described using the flowchart of FIG. The flowchart of FIG. 10 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, as in the flowchart of FIG.

  First, in step S21, the target section determination unit 202a determines whether or not the traveling path of the own vehicle is a target section. And when it determines with an object area (it is YES at S21), it moves to step S22. On the other hand, when it determines with it not being an object area (it is NO at S21), it moves to step S25.

  In step S <b> 22, the situation determination unit 203 a determines whether or not the target information source ahead of the course of the host vehicle is in a difficult confirmation situation that is difficult for the driver to confirm. If 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 to confirm (NO in S22), the process proceeds to step S25.

  In step S <b> 23, the display condition determination unit 205 determines whether or not the display condition of the virtual image indicating the target information source determined to be in the difficult confirmation state is satisfied. If it is determined that the display condition is satisfied (YES in S23), the process proceeds to step S24. On the other hand, if 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 superimposed on the foreground, and proceeds to step S25. The target information source display may be terminated when the host vehicle passes the position where the target information source exists, or may be terminated when the display condition determination unit 205 determines that the display condition is not satisfied.

  In step S25, when it is the end timing of the virtual image display control related processing (YES in S25), 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 S25), the process returns to S21 and the process 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 target information source in front of the own vehicle is difficult for the driver to confirm. Therefore, it is possible to display a virtual image indicating an information source at a timing at which it is estimated that display of a virtual image indicating the target information source is useful for the driver, but compared with the case where the target information source is always displayed, the driver is troublesome. It becomes possible to reduce the thickness.

  In addition, by setting the approach to the target information source as a display condition, it is possible to suppress display at a timing at which it is difficult for the driver to display a virtual image indicating the target information source. Thereby, it becomes possible to further reduce the troublesomeness of the driver. In addition, by displaying indications that do not comply with the regulations indicated by the target information source as display conditions, it is possible to prevent the virtual image of the target information source from being displayed even though the regulations indicated by the target information source are complied with. Is 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 displays a configuration in which the virtual image indicating the target information source is superimposed and displayed on the HUD 220. It is not necessarily limited to this. For example, when the HCU 20a does not include the display condition determination unit 205 and the situation determination unit 203a determines that the target information source in front of the own vehicle is difficult to check for the driver, the display control unit 204a is in the foreground. A virtual image indicating the target information source may be superimposed and displayed.

(Embodiment 3)
In addition, a virtual image indicating the target information source is superimposed on the foreground depending on whether or not an oversight by the driver of the target information source that is the target road sign or road marking in front of the course of the vehicle is estimated. It is good also as a structure (henceforth Embodiment 3) which switches whether it makes it do. The third embodiment will be described below.

  The vehicle system 1 of the third embodiment is the same as the vehicle system 1 of the first embodiment except that the vehicle system 1 includes the HCU 20b 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 relating to display control by the HUD 220 is different.

  The third embodiment will be described as being applied to a case where a virtual image indicating the target information source is superimposed and displayed on the foreground during manual operation. Therefore, in the second embodiment, the vehicle system 1 may not include the automatic 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. As shown in FIG. 11, the HCU 20b includes, as function blocks, an information acquisition unit 201, a target section determination unit 202a, a situation determination unit 203b, and a display control unit 204b regarding display control by the HUD 220. The HCU 20b also corresponds to a vehicle display control device.

  The target section determination unit 202a determines whether the traveling path of the host vehicle is a target section where a 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. As an example of the target information source in the present embodiment, there are a sign and a sign that prohibit or designate a specific transportation method such as temporary stop, parking prohibition, entry prohibition, and maximum speed.

  The situation determination unit 203b determines whether or not it is a situation in which an oversight by the driver of the target information source ahead of the own vehicle is estimated (hereinafter, an oversight situation). Whether this situation is overlooked corresponds to the vehicle situation. For example, the situation determination unit 203b determines that the situation is overlooked when the vehicle shows a sign that does not comply with the regulations indicated by the target information source. On the other hand, when the vehicle does not show a sign that does not comply with the regulations indicated by the target information source, it is determined that the situation is not overlooked.

  The signs that do not comply with the regulations indicated by the target information source may be detected from the traveling state of the vehicle. As an example, a sign that does not comply with the regulations indicated by the target information source 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 that parking is prohibited, it may be detected as a sign that does not comply with the regulation that the speed of the host vehicle has become a predetermined speed or less 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 does not comply with the regulations. If the target information source is a sign or sign indicating the maximum speed, the vehicle's speed exceeds the maximum speed regulated by the target information source based on the detection signal of the wheel speed sensor. What is necessary is just to detect as a sign which does not comply with regulations. 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 change in direction to enter the road where the target information source is provided. This may be detected as a sign of non-compliance.

  Further, when the vehicle system 1 includes a camera that captures a driver's face image, the situation determination unit 203b may determine whether or not the situation is an oversight situation with the following configuration. Specifically, the situation determination unit 203b detects the driver's line-of-sight direction from the face image, and when the stop time of the line-of-sight to the target information source is less than the set time, an oversight by the driver of the target information source is estimated. What is necessary is just to judge with a situation. The direction of the driver's line of sight from the face image may be detected by a DSM (Driver Status Monitor) other than the HCU 20b.

  When the situation determination unit 203b determines that the situation is an oversight situation in which an oversight by the driver of the target information source in front of the own vehicle is estimated, the display control unit 204b displays a virtual image indicating the target information source in the foreground in the HUD 220. Are superimposed and displayed. The display of the virtual image indicating the target information source is also referred to as target information source display in this embodiment. On the other hand, if the display control unit 204b determines that the situation determination unit 203b is not in an oversight 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 cause the target information source display to be superimposed on the position where the target information source exists in the foreground, but to give the driver notice of the target information source that is estimated to be overlooked. In addition, it is preferable that the target information source is superimposed on a position other than the position where the target information source exists in the foreground. In addition, it is preferable that the display control unit 204b changes the display mode in which the virtual image of the target information source is superimposed and displayed in the foreground according to the level of urgency to make the host vehicle comply with the regulations indicated by the target information source. The display control unit 204b may be configured to handle a target information source indicating restrictions on a place as having a higher urgency as the distance to the target information source is shorter. In addition, the display control unit 204b treats the target information source indicating the restriction on the maximum speed as being more urgent as the degree of deviation in the direction exceeding the maximum speed regulated by the target information source is larger. And it is sufficient.

  Here, a specific example of target information source display in the display control unit 204b will be described. For example, when the situation determination unit 203b determines that the oversight situation in which an oversight by the driver of a sign indicating entry prohibition (see NT in FIG. 12) is estimated to be overlooked, as shown in FIG. 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 of a sign image indicating entry prohibition (see ViNT in FIG. 12) may be displayed. In addition to the virtual image of the sign image indicating entry prohibition, the display control unit 204b displays a virtual image indicating the entry prohibition area (see NTAr in FIG. 12) superimposed on the area corresponding to the entry prohibited road in the foreground. A configuration may be adopted. It is preferable that the virtual image indicating the entry prohibition region has a color, a pattern, or the like different from that of the lane guidance display so that the driver can easily recognize that the entry is prohibited. As an example, a pattern similar to the zebra zone may be used. Moreover, it is good also as a structure which displays a solid object as a virtual image as a virtual image which shows the area | region of parking prohibition so that it may be easy for a driver to recognize that prohibition is intended.

  In addition, when the situation determination unit 203b determines that an oversight situation in which an oversight by the driver of the sign indicating the maximum speed is estimated, an image of the sign indicating the maximum speed is displayed as the target information source display in the foreground. What is necessary is just to superimpose and display a virtual image. In addition, when the virtual image of the sign image indicating the maximum speed is displayed in a superimposed manner, the display mode may be changed according to the level of urgency to make the vehicle follow the regulations indicated by the target information source. Here, an example will be described with reference to FIG. In FIG. 13, when entering the section with the maximum speed of 80 km, the speed excess was less than the threshold and the speed exceeded “low”, then the speed did not exceed, and the section moved from the section with the maximum speed of 80 km to the section with the maximum speed of 50 km. An explanation will be given by taking as an example a case where the overspeed sometimes becomes an overspeed “high” exceeding the threshold. The threshold here is a value that can be arbitrarily set.

  When the speed is excessively low, the display control unit 204b may suppress the speed because the driver may be conscious of a sign indicating the maximum speed. The information source display is faded in (see J in FIG. 13). Subsequently, the display control unit 204b displays the target information source so that the sudden change in the display does not stop the driver's eyes and feel troublesome when the speed is changed from the overspeed state to the non-overspeed state. Is faded out (see K in FIG. 13). On the other hand, the display control unit 204b has a high possibility that the driver has overlooked the sign indicating the maximum speed when the speed is excessively high. Blink (see L in FIG. 13). In this way, by changing the display mode according to the level of urgency to make the host vehicle comply with the regulations indicated by the target information source, driving assistance is reduced while reducing the driver's troublesomeness as necessary. It becomes possible to do.

<Virtual image display control-related processing in the HCU 20b>
Next, an example of the flow of the virtual image display control related process in the HCU 20b will be described using the flowchart of FIG. Similarly to the flowchart of FIG. 5, the flowchart of FIG. 14 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 S41, the target section determination unit 202a determines whether the traveling path of the host vehicle is a target section. And when it determines with an object area (it is YES at S41), it moves to step S42. On the other hand, when it determines with it not being an object area (it is NO at S41), it moves to step S44.

  In step S42, the situation determination unit 203b determines whether or not there is an oversight situation in which an oversight by the driver of the target information source in front of the course of the host vehicle is estimated. When it is determined that the situation is overlooked (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 superimposed on the foreground, and proceeds to step S44. Target information source display ends when the time elapsed since the start of target information source display reaches the set time, or ends when signs that do not comply with the regulations indicated by the target information source are no longer detected You can let them do.

  In step S44, when 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 process (NO in S44), the process returns to S41 and the process 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 an oversight by the driver of the target information source ahead of the course of the host vehicle is estimated. Therefore, it is possible to display a virtual image indicating an information source at a timing at which it is estimated that display of a virtual image indicating the target information source is useful for the driver, but compared with the case where the target information source is always displayed, the driver is troublesome. It becomes possible to reduce the thickness.

(Modification 7)
In the second and third embodiments, the configuration is shown in which the target section for performing the target information source display is limited. However, the configuration is not necessarily limited thereto. For example, it is good also as a structure which does not limit the target area which performs target information source display. In this case, the HCUs 20a and 20b may be configured not to include the target section determination unit 202a. When the target section for performing target information source display is configured not to be limited, the HCUs 20a and 20b may be configured to sequentially perform the determination by the situation determination units 203a and 203b in the virtual image display control related processing.

(Modification 8)
In the first to third embodiments described above, as a configuration for limiting the superimposed display of the virtual image on the foreground such as the lane guidance display and the target information source display, the configuration for limiting the superimposed display by not performing the superimposed display is shown. It is not necessarily limited to this. For example, it is good also as a structure which restrict | limits superimposition display by reducing the brightness | luminance of superimposition display. Even when the superimposed display is limited by reducing the brightness of the superimposed display, the superimposed display is less likely to be noticed by the driver by reducing the brightness of the superimposed display, so that the driver's troublesomeness can be reduced. become.

(Embodiment 4)
In the above-mentioned modified example 5, depending on whether or not the gradient change of the traveling path of the own vehicle is greater than or equal to the value of the gradient change predicted to deviate from the projection area as the lane guidance display is estimated to give the driver a sense of incongruity. Although the configuration for switching whether or not to cancel the superimposed display on the foreground has been shown, the present invention is not necessarily limited thereto. For example, the lane guidance display is based on whether or not the gradient change of the traveling road of the own vehicle is greater than or equal to the value of the gradient variation estimated to cause a blind spot invisible to the driver on the road surface in front of the traveling road of the own vehicle. A configuration for switching whether or not to limit the superimposed display on the foreground (hereinafter, Embodiment 4) may be employed. 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 2 c includes an HCU 20 c, an operation device 21, a display device 22, and a DSM (Driver Status Monitor) 23. The HMI system 2c is the same as the HMI system 2 of the first embodiment except that the HMI system 2c includes the HCU 20c instead of the HCU 20 and the DSM 23.

  The DSM 23 includes a near-infrared light source and a near-infrared camera, a control unit that controls these, and the like. 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 images a driver's head irradiated with near-infrared light from a near-infrared light source with 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 specifies an eye point based on the detected eye position. The eye point may be the position of the eyes of the driver seated in the driver's seat and may be specified as coordinates in a three-dimensional space with the vehicle position of the host vehicle measured by the ADAS locator 3 as an origin, for example. 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 and the position in the three-dimensional space.

  The DSM 23 may also be configured to detect the driver's line-of-sight direction. The driver's line-of-sight direction may be detected as follows. First, the control unit detects a 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 of each part. Further, the control unit detects the pupil and corneal reflection from the captured image by image recognition processing, and detects the line-of-sight direction from the detected face orientation and the positional relationship between the detected pupil and corneal reflection.

  The navigation device 8 includes a navigation map DB 80, searches for a route satisfying conditions such as time priority and distance priority to a set destination, and performs 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 data such as link data, segment data, node data, road shape and the like stored in the navigation map DB 80. What is necessary is just to set it as the structure which stores the three-dimensional map which consists of the point cloud of the feature point of a structure. Further, the long-term driving plan in the automatic operation ECU 6 may be configured to use the route searched by the navigation device 8. In addition, you may apply the structure containing this navigation apparatus 8 to Embodiment 1-3.

<Schematic configuration of HCU 20c>
Subsequently, a schematic configuration of the HCU 20c will be described with reference to FIG. As shown in FIG. 16, the HCU 20 c includes an information acquisition unit 201 c, a situation determination unit 203 c, a display control unit 204 c, and a visual range estimation unit 206 as functional blocks regarding display control by the HUD 220. The HCU 20c also corresponds to a vehicle display control device. The HCU 20c includes a point that does not include the target section determination unit 202, a point that includes the visual range estimation unit 206, an information acquisition unit 201c, and a situation determination unit instead of the information acquisition unit 201, the situation determination unit 203, and the display control unit 204. Except for the point provided with 203c and the display control unit 204c, it is the same as the HCU 20 of the first embodiment.

  The information acquisition unit 201c is the same as the information acquisition unit 201 of the first embodiment except that the map data and route information output from the navigation device 8 are acquired. The situation determination unit 203c determines a change in the gradient of the longitudinal gradient ahead of the host vehicle in the traveling path of the host vehicle. What is necessary is just to let the front part of the own vehicle in the traveling path of the own vehicle be the next section with respect to the section corresponding to the current vehicle position, for example. The section may be a link unit section, a segment unit section, or a section that is classified according to other criteria. The situation determination unit 203c may determine a change in the gradient ahead of the host vehicle from the traveling environment recognized by the automatic driving ECU 6, or may determine the front of the host vehicle from the vehicle position and map data output from the ADAS locator 3, the navigation device 8, and the like. The change in gradient may be determined.

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

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

  Here, an example of a method for estimating the range of the road surface visible from 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 eye point coordinate to the driver's line of sight on the three-dimensional map, and intersects the road surface. Is a vanishing point (Vp in FIG. 17). The line-of-sight direction of the driver may be configured to use the line-of-sight direction assumed that the driver is facing the front, or may be configured to use the line-of-sight direction detected by the DSM 23. And the road surface from the own vehicle to this vanishing point is estimated as the range of the road surface visible from the driver of the own vehicle. In addition, about the road surface after a vanishing point, even if it is the range (Va of FIG. 17) which does not deviate up and down from the projection area which projects a display image, it estimates that it is out of the range of the road surface visually recognizable from the driver of the own vehicle.

  When the situation determination unit 203c determines that the slope reduction rate in front of the host vehicle is less than the threshold value, 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 of the first embodiment. A lane guidance display indicating the range in the lane along the lane is displayed on the HUD 220. The travel lane may be specified from the route guided by the navigation device 8.

  On the other hand, the display control unit 204c restricts the lane guidance display in the foreground when the situation determination unit 203c determines that the slope reduction rate ahead of the host vehicle is equal to or greater than the threshold value. Specifically, if the display control unit 204c determines that the gradient reduction rate ahead of the host vehicle is equal to or greater than the threshold, the display range estimation unit 206 determines that the range of the road surface that can be viewed from the driver of the host vehicle is within the range estimated by the driver. Limit the range of the lane guidance display. If it demonstrates using FIG. 18, it will consist of the range of the road surface estimated to be visible from a driver (Pr in FIG. 18), and the range of the road surface estimated not to be visible from a driver (Di in FIG. 18). Of the lane guidance display, it is limited to display only Pr. The display control unit 204c does not perform the lane guidance display on the road surface outside the range estimated as the road surface range visible from 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 gradient decreases in front of the vehicle's path, depending on the degree of the gradient decrease, a blind spot that cannot be seen by the driver on the downgraded road surface is generated, and the lane guidance display is displayed even on the road surface corresponding to the blind spot. This is because the driver may feel uncomfortable from the lane guidance display, which may cause the driver to feel annoyance. On the other hand, in the present embodiment, when it is determined that the gradient reduction rate ahead of the host vehicle is equal to or greater than the threshold, the range of the lane guidance display is limited to the range estimated as the road surface visible from the driver. Thus, it is possible to reduce such annoyance.

  In addition, although the structure which estimates the range of the road surface visible from the driver of the own vehicle by calculating | requiring a vanishing point was shown here, it does not necessarily restrict to this. For example, it is possible to obtain a road surface shape from a 3D map as surface information and use a hidden surface process that is used as 3D graphic technology to estimate the range of a road surface that can be viewed from the driver of the vehicle. Good. When the hidden surface processing is used, the eye point is set as a specific viewpoint, and, among all the pixels of the lane guidance display, the hidden surface that is not visible from the eye point is obtained by, for example, the Z-buffer method. What is necessary is just to estimate the range of the road surface visible from the driver.

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

<Virtual image display control-related processing in the HCU 20c>
Next, an example of the flow of the virtual image display control related processing in the HCU 20c will be described using the flowchart of FIG. The flowchart of FIG. 19 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, as in the flowchart of FIG.

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

  In step S62, the visible range estimation unit 206 is visible from the driver of the own vehicle among the road surfaces ahead of the own vehicle based on the eye point 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 perform the lane guidance display by limiting 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, and then proceeds to step S65. . On the other hand, in step S64, the display control unit 204c causes the HUD 220 to perform lane guidance display without the above-described restriction, and the process proceeds to step S65.

  In step S65, when it is the end timing of the virtual image display control related process (YES in S65), the virtual image display control related process 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. As an example of the end timing of the virtual image display control related processing, there are a case where the power switch of the own vehicle is turned off, a case where the function of the HUD 220 is turned off, and the like.

<Summary of Embodiment 4>
According to the configuration of the fourth embodiment, when the slope reduction rate ahead of the host vehicle is equal to or greater than the threshold, the lane guidance is within the range estimated by the view range estimation unit 206 as the road surface range visible from the driver of the host vehicle. By restricting the display range, it is possible to reduce the driver's troublesomeness caused by performing the lane guidance display even on the road surface corresponding to the blind spot.

(Modification 9)
In the fourth embodiment, the configuration in which the eye point of the driver of the own vehicle is specified by the DSM 23 is shown, but the present invention is not necessarily limited thereto. For example, the configuration may be specified by another method. As an example, the eye point may be estimated from the profile such as the height of the driver by utilizing the tendency of the eye point of the driver for each profile such as the height of the driver. In the following, the case of using height as a driver profile will be described as an example.

  The non-volatile memory of the HCU 20c stores a correspondence relationship in which representative values of eyepoints 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 that has received input from the driver via the operation device 21 or the like, an eye point corresponding to the height of the driver is identified from this correspondence, and the identified eye point is determined as the eye point of the driver. Can be estimated.

(Embodiment 5)
In the fourth embodiment, when the gradient reduction rate ahead of the host vehicle is equal to or greater than the threshold, the range of the lane guidance display is limited to the range estimated by the view range estimation unit 206 as the road surface range visible from the driver of the host vehicle. However, the present invention is not limited to this. For example, when the gradient reduction rate ahead of the host vehicle is equal to or greater than a threshold value, the lane guidance display itself is not performed, so that the lane guidance display is limited (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 the same as the vehicle system 1c of the fourth embodiment, except that the HMI system 2d is included instead of the HMI system 2c. As shown in FIG. 20, the HMI system 2 d includes an HCU 20 d, 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 HMI system 2d is provided with the HCU 20d instead of the HCU 20c and the DSM 23 is not provided.

<Schematic configuration of HCU 20d>
Subsequently, a 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 shown in FIG. The HCU 20d also corresponds to a vehicle display control device. The HCU 20d is the same as the HCU 20c of the fourth embodiment except that the HCU 20d does not include the visual recognition range estimation unit 206 and includes a display control unit 204d instead of the display control unit 204c.

  When the situation determination unit 203c determines that the slope reduction rate ahead of the host vehicle is less than the threshold value, 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 of the fourth embodiment. A lane guidance display indicating the range in the lane along the lane is displayed on the HUD 220.

  On the other hand, the display control unit 204d does not perform the lane guidance display in the foreground when the situation determination unit 203c determines that the slope reduction rate ahead of the host 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 where the display on the HUD 220 is performed during the automatic operation, both when the lane guidance display is performed and when the lane guidance display is not performed. Similarly, a configuration may be adopted in which a virtual image of a route direction icon indicating the planned route direction of the host vehicle is displayed. According to this, even when the slope 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 route direction icon display is continued. It is possible to confirm that the vehicle will be running at a later time and to be relieved with respect to the system state.

  The route direction icon display may be applied to a case where display on the HUD 220 is performed during manual operation. According to this, even when the slope 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 the route direction icon display. Can be confirmed, and can be relieved with respect to the system status.

<Summary of Embodiment 5>
According to the configuration of the fifth embodiment, when the slope reduction rate in front of the host vehicle is equal to or greater than the threshold, the lane guidance display itself is not performed, so that the driver generated by performing the lane guidance display up to the road surface corresponding to the blind spot. Annoyance can be reduced.

(Modification 10)
In the fourth and fifth embodiments, regarding the lane guidance display in which the display control units 204c and 204d indicate the range in the lane along the shape of the planned lane in the foreground, whether or not the slope reduction rate in front of the host vehicle is greater than or equal to the threshold value. Accordingly, the configuration for switching whether or not to limit the superimposed display on the foreground has been described. However, the configuration is not necessarily limited thereto. For example, as described in the first modification, the present invention may be applied to guidance display along the shape of the scheduled lane in the foreground other than the lane guidance display.

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

(Modification 12)
In the fourth and fifth embodiments, the example applied to the case where the host vehicle performs automatic driving has been described, but the present invention is not necessarily limited thereto. For example, it is good also as a structure applied at the time of the manual driving of the own vehicle. Moreover, the structure in which the own vehicle does not have an automatic driving function may be sufficient. In this case, the vehicle systems 1c and 1d do not include the automatic driving ECU 6, and the driving environment is recognized by another ECU or based on the map data of the route guided by the navigation device 8. That's fine.

(Modification 13)
In the fourth and fifth embodiments, the configuration in which the target section on which the lane guidance display is performed is not limited is shown, but the configuration is not necessarily limited thereto. For example, it is good also as a structure which limits the object area which performs lane guidance display.

(Modification 14)
In the fifth embodiment, as a 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 thereto. For example, it is good also as a structure which restrict | limits superimposition display by reducing the brightness | luminance of superimposition display. Even when the superimposed display is limited by reducing the brightness of the superimposed display, the superimposed display is less likely to be noticed by the driver by reducing the brightness of the superimposed display, so that the driver's troublesomeness can be reduced. become.

(Modification 15)
The display control units 204, 204a, 204b, and 204c also provide navigation to the HUD 220 such as information indicating the traveling state of the vehicle such as the vehicle speed and the engine speed, information indicating the operating state of the automatic driving function, route guidance information, and traffic jam information. It is good also as a structure which also displays the virtual image which shows information.

  Note that the present disclosure is not limited to the above-described embodiments and modifications, and various modifications are possible within the scope of the claims, and technical means disclosed in different embodiments and modifications, respectively. Embodiments obtained by appropriately combining the above are also included in the technical scope of the present disclosure.

1, 1c, 1d Vehicle system, 2, 2c HMI system, 3 ADAS locator, 4 Perimeter monitoring sensor, 5 Vehicle control ECU, 6 Automatic operation 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 visual range estimation unit, 220 HUD (head-up display)

Claims (19)

A vehicle display control device that controls display by a head-up display (220) that is used in a vehicle and projects a virtual image on the foreground of the vehicle by projecting an image onto a projection member,
A situation determination unit (203, 203c) that determines the situation of the host vehicle that is the road structure of the traveling path of the host vehicle;
Display control unit for vehicle, comprising: a display control unit (204, 204c, 204d) that switches whether or not the virtual image superimposed display is restricted with respect to the virtual image superimposed display target according to the vehicle situation determined by the situation determination unit. apparatus.   The said display control part restrict | limits superimposition display by switching the presence or absence of the superimposition display of the said virtual image with respect to the object of the superimposition display of the said virtual image according to the own vehicle condition determined in the said situation determination part. Vehicle display control device. The own vehicle situation determined by the situation determination unit (203) is at least one of a curvature of a traveling path and a gradient change of the own vehicle,
The display control unit (204) is configured to display the superimposed image of the virtual image according to at least one of a curvature and a gradient change of the traveling path of the own vehicle determined by the situation determining unit. The vehicle display control device according to claim 1, wherein a superimposed display of a virtual image along the shape of the lane in the foreground is restricted with respect to the lane. The vehicle situation determined by the situation determination unit is at least a curvature of the traveling path of the vehicle,
When the curvature of the travel path of the host vehicle is less than a threshold with respect to the lane in which the host vehicle is scheduled to travel, the lane to the foreground is the display control unit. The superimposition display of the virtual image along the shape of the vehicle in the lane is not limited, while the superimposition display of the virtual image in the lane is limited when the curvature of the traveling path of the host vehicle is equal to or greater than the threshold value. The vehicle display control device described in 1. The vehicle situation determined by the situation determination unit is at least a curvature of the traveling path of the vehicle,
When the curvature of the travel path of the host vehicle is less than a threshold with respect to the lane in which the host vehicle is scheduled to travel, the lane to the foreground is the display control unit. The virtual image indicating the range in the lane along the shape of the vehicle is not restricted to be superimposed on the lane, but if the curvature of the vehicle's driving path is equal to or greater than the threshold, the virtual image is superimposed in the lane. The vehicle display control device according to claim 3 or 4, wherein the display is limited.   6. The display control unit according to claim 3, wherein the lane of the section where the own vehicle is just before turning and the lane of the section where the own vehicle needs to turn are lanes to be superimposed on the virtual image. The vehicle display control device according to Item. The vehicle situation determined by the situation determination unit (203c) is at least a gradient in front of the vehicle in a traveling path of the vehicle,
The display control unit (204c, 204d) is configured to display in the foreground when a slope reduction rate in front of the host vehicle is less than a threshold with respect to a lane on which the host vehicle is to be traveled, which is a target of the virtual image superimposed display. However, if the gradient reduction rate in front of the vehicle is greater than or equal to the threshold value, the virtual image along the shape of the lane is not superimposed on the lane. The vehicle display control device according to any one of claims 3 to 6, which is limited.   The display control unit has a case where the gradient reduction rate in front of the host vehicle is equal to or greater than a threshold value even if the superimposed display of the virtual image along the shape of the lane the host vehicle is scheduled to travel is not deviated from the range of the projection member. The vehicle display control device according to claim 7, further comprising: limiting a superimposed display of a virtual image along a shape of a lane in which the host vehicle is scheduled to travel in the foreground. A visual range estimation unit (206) for estimating a range of a road surface visible from the driver among the road surfaces ahead of the own vehicle based on the eye point of the driver of the own vehicle and the road structure of the traveling path of the own vehicle. ,
The display control unit (204c) moves to the foreground within a range estimated by the visual range estimation unit as a road surface visible from the driver when the gradient reduction rate ahead of the host vehicle is equal to or greater than a threshold value. The vehicle display control device according to claim 7, wherein the range of the superimposed display of the virtual image along the shape of the lane in which the host vehicle is scheduled to travel is limited.   The display control unit (204d) does not cause the virtual image to be superimposed on the foreground along the shape of the lane on which the host vehicle is to travel when the slope reduction rate ahead of the host vehicle is greater than or equal to a threshold value. The vehicle display control device according to claim 7 or 8, wherein the superimposed display of the virtual image is restricted.   Even if the display control unit restricts the virtual image superimposition display along the shape of the lane for the lane in which the vehicle is scheduled to travel, which is the target of the virtual image superimposition display, it is different from the virtual image. The vehicle display control device according to any one of claims 3 to 10, wherein a virtual image of an icon indicating a planned course direction of the host vehicle, which is a type of virtual image, is displayed in a superimposed manner in the lane in the foreground. The vehicle situation determined by the situation determination unit is at least a curvature of the traveling path of the vehicle,
The vehicle display control according to claim 11, wherein the display control unit shifts a position at which the virtual image of the icon is superimposed and displayed in a direction in which the own vehicle turns in accordance with an increase in the curvature of the traveling path of the own vehicle. apparatus.   When the display control unit shifts the position where the virtual image of the icon is superimposed and displayed, if there is a restriction on a range in which an image can be projected onto the projection member by the head-up display, the display control unit shifts the icon to fall within this range. The vehicle display control apparatus according to claim 12.   The display control unit is configured to display the virtual image in a superimposed manner according to at least one of a curvature and a gradient change of the traveling path of the host vehicle determined by the situation determination unit for a lane that is a target of the virtual image superimposed display. While limiting the superimposed display of the virtual image along the lane shape for the lane that the subject vehicle is scheduled to travel, the lane that is not the target of the virtual image superimposed display conforms to the shape of the lane. The vehicle display control apparatus according to claim 3, wherein the virtual image is not superimposed and displayed. A vehicle display control device that controls display by a head-up display (220) that is used in a vehicle and projects a virtual image on the foreground of the vehicle by projecting an image onto a projection member,
Situations where it is difficult for the driver to confirm the target information source that is the road sign or road marking ahead of the vehicle's course, and the oversight by the driver of the target information source that is the road sign or road marking ahead of the vehicle's path is estimated A situation determination unit (203a, 203b) for determining the own vehicle situation which is at least one of
A situation where the target information source that is a road sign or road marking ahead of the vehicle's path is difficult for the driver to check in the situation determination unit, and an oversight by the driver of the target information source that is a road sign or road marking ahead of the vehicle's path Is determined to be one of the presumed situations, the superposition display of the virtual image indicating the target information source in the foreground is not limited, while the situation determination unit is not in the own vehicle situation. A display control device for a vehicle, comprising: a display control unit (204a, 204b) that restricts the superimposed display of the virtual image indicating the target information source when it is determined. In claim 15,
The vehicle situation determined by the situation determination unit (203a) is a situation in which at least the target information source is difficult to confirm with the driver,
When the display control unit (204a) determines that the target information source is difficult for the driver to confirm with the situation determination unit, the distance between the vehicle and the target information source is equal to or less than a set value. Restricts the superimposed display of the virtual image indicating the target information source, and does not limit the superimposed display of the virtual image indicating the target information source when the distance between the own vehicle and the target information source is equal to or less than a set value. A vehicle display control device. In claim 15,
The target information source is a road sign or a road sign indicating regulation,
The vehicle situation determined by the situation determination unit is at least one of a situation where the target information source is difficult for the driver to check and a situation where an oversight by the driver of the target information source is estimated,
The display control unit determines that the target information source is one of a situation in which it is difficult for the driver to confirm the target information source and a situation in which an oversight by the driver of the target information source is estimated. Until the vehicle shows a sign that does not comply with the regulations indicated by the information source, the superimposed display of the virtual image indicating the target information source is restricted, and when the vehicle indicates a sign that does not comply with the regulations indicated by the target information source A display control apparatus for a vehicle which does not limit the superimposed display of the virtual image indicating the target information source. In any one of Claims 15-17,
The vehicle situation determined by the situation determination unit (203b) is a situation where at least an oversight by a driver of the target information source is estimated,
When the display control unit (204b) determines that the situation determination unit is in a situation where an oversight by the driver of the target information source is estimated, the urgency of subjecting the vehicle to the regulations indicated by the target information source The display control apparatus for vehicles which changes the display mode which superimposes and displays the said virtual image according to the height of. In claim 18,
When the display control unit determines that the situation determination unit is in a situation where an oversight by the driver of the target information source is estimated, the urgency to make the vehicle follow the regulations indicated by the target information source is less than a threshold value In this case, the vehicle display control device displays the virtual image in a superimposed manner while fading in.

Images