Display control device, display device, and display control method

Abstract

To suppress a problem caused when a wide-area display is uniformly switched to a narrow-area display, while a driver or the like is referring to a map of the wide-are display.SOLUTION: A control part 201 of a display control device 200 determines which of a wide-are display and a narrow-area display should be selected, on the basis of complexity of a shape of a road in the vicinity of a guide spot and information on a congestion situation or the like of the road, at a first timing at which a positional relation of a vehicle is at the level below a first threshold with respect to the guide spot at which lane change is needed, when the wide-are display and the narrow-area display is switch-controlled, with respect to a map for route guidance; executes the narrow-area display at a scale that is larger than a scale just before a second timing, when area display is executed, at the second timing at which the positional relation becomes a second threshold smaller than the first threshold, accompanying a travel of the vehicle; and executes second narrow-area display at a scale larger than the scale just before the second timing, when the narrow-area display is executed.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a display control device for a vehicle mounted on a vehicle such as an automobile, a display device such as a head-up display, a display control method, and the like. [Background technology]

[0002] Patent Document 1 discloses a technology relating to map display that accurately and intuitively presents information on points (guidance points) for turning right or left to the driver. For example, claim 6 of Patent Document 1 describes a control procedure comprising: "a navigation device that executes navigation processing in a vehicle, a wide-area map display step that displays a map at a fixed scale in the form of a bird's-eye view looking down on the front of the vehicle and displays a travel route on the map with guide lines until the distance to the guide point reaches a first display switching judgment distance; an enlarged map display step that increases the scale as the distance to the guide point approaches when the distance to the guide point falls below the first display switching judgment distance; and an AR display step that stops increasing the scale and displays a mark indicating the route at the guide point where the guide lines are displayed when the distance to the guide point falls below a second display switching judgment distance." In the above description, the "wide-area map display step" indicates an example of a processing procedure for performing "wide-area display," and the "enlarged map display step and AR display step" indicates an example of a processing procedure for performing "narrow-area display."

[0003] For example,

[0008] in Patent Document 2 describes a display control device that displays a map on a display unit that can move with a vehicle, the display control device comprising: an acquisition unit that acquires traffic information including a traffic range that is a range related to at least one of congestion and traffic regulations, and the current position of the vehicle; and a control unit that performs automatic scale control that automatically controls the scale of the map displayed on the display unit based on the traffic information when predetermined conditions related to the traffic range included in the traffic information acquired by the acquisition unit and the current position acquired by the acquisition unit are satisfied. Furthermore, in

[0006] of the same document, it is stated that "When a vehicle approaches a traffic jam or traffic restrictions, if the rough display, i.e., wide-area display, is left as is, it is difficult to see the way out of the traffic jam, the way to a rest area where one can wait for the traffic jam to clear, or the branch points to those roads. However, with conventional technology, the scale of the map is not automatically controlled based on the ever-changing congestion and traffic restrictions, so that changing the scale of the map requires user operation, which is a burden for the user, which has been a problem." Furthermore, in paragraph

[0009] of the same document, the effect of the invention is described as follows: "By performing automatic scale control, which automatically controls the scale of the map displayed on the display unit based on traffic information, when there is traffic congestion or the like, the user can view a map at an appropriate scale without having to perform any operation themselves." Furthermore, Figure 4,

[0027] to

[0057] of the same document states that "if the distance between the traffic range included in the traffic information and the current location is equal to or greater than a predetermined threshold, the scale of the map is automatically controlled based on the road type, and if the distance is equal to or less than the threshold, the scale of the map is automatically controlled based on the traffic information." [Prior art documents] [Patent documents]

[0004] [Patent Document 1] International Publication No. WO2021 / 132553 [Patent Document 2] Japanese Patent Application Publication No. 2017-227477 Summary of the Invention [Problem to be solved by the invention]

[0005] In the above-mentioned Patent Document 1, the relative relationship between the vehicle and a guidance point such as an intersection is determined using a predetermined threshold value, and when the relative relationship falls below that threshold value, a switching control is performed to switch from a wide-area display (display of a wide-area map including not only the guidance point but also a map of its surroundings) to a narrow-area display (display of a more enlarged map limited to the vicinity of the guidance point).

[0006] In Patent Document 2, when performing the switching control in Patent Document 1, display control is performed to automatically change the scale of the narrow-area display, taking into consideration the state of congestion and traffic restrictions near the guidance point. Patent Document 2 identifies the following problem: "When there is congestion or traffic restrictions at a guidance point, if the wide-area display (schematic display) is left as is, it is difficult to see the way out of the congestion, the way to a rest area where you can wait for the congestion to clear, and the branch points to those roads. In order to solve this problem, the driver or other user himself or herself needs to change the scale of the map based on the ever-changing congestion and traffic restrictions, which increases the burden on the user." In other words, Patent Document 2 is based on the premise that "in situations where traffic congestion or the like occurs, wide-area displays are disadvantageous, and it is advantageous to utilize narrow-area displays with an appropriately improved scale."

[0007] However, investigations by the present inventors have revealed the following new problems. (1) In the conventional wide-area / narrow-area display switching control, the driver first refers to the wide-area display to fully recognize (understand) the situation near the guidance point, and then switches to the narrow-area display, which presents the driving route in an easy-to-understand manner and prevents mistakes in route selection, among other effects. (2) However, depending on the situation near the guidance point, the time required for the driver, etc. to fully recognize (understand) the situation near the guidance point using the wide-area display and determine an appropriate driving route will vary. (3) For example, a situation can be imagined in which, "While driving on an unfamiliar road, an intersection is visible at a certain distance and it is necessary to turn right at that intersection, but the vehicle is currently driving on a left-turn road, and therefore, before reaching the vicinity of the intersection, it is necessary to change direction and enter a right-turn road. Meanwhile, near the intersection, several vehicles are stopped waiting for a traffic light, and there is another vehicle driving on a right-turn road near the vehicle, and there is an empty space in front of that vehicle, but it is difficult to judge the distance to the group of vehicles in the traffic jam ahead." (4) In this case, the driver must decide whether to overtake the "other vehicle" ahead and move into the open space in front of the "other vehicle," or to check whether there is a following vehicle behind the "other vehicle," and then, if possible, move comfortably to a position behind the "other vehicle." This decision often takes time. (5) In such a situation, if the wide-area display is switched to the narrow-area display while the driver is making the above-mentioned decision, it is conceivable that only the congested situation near the intersection will be displayed, making it difficult to determine the appropriate timing to enter the right-turn lane. (6) In this case, the driver may be forced to suddenly turn the steering wheel and change direction onto a right-turn lane just before the intersection where the guidance point is located, which may hinder safe driving.In some cases, the driver may not be able to enter the right-turn lane and may not be able to turn right at the intersection. (7) Similar problems may also arise due to factors such as the complexity of the shape of the intersection or other guidance point, the degree of road congestion, the driver’s familiarity with the road (route) currently being driven on (driving history, such as the number of times the vehicle has been driven in the past), or the quality of the driving environment (for example, poor visibility due to fog, or the extent of the frozen area when the road is frozen in winter). (8) For example, depending on the situation near the guidance point, it may take time to read the necessary information from the wide-area map and confirm and understand the appropriate driving route. It is not desirable to ignore this fact and uniformly switch from wide-area display to narrow-area display simply by focusing on the fact that the relative positional relationship between the vehicle and the guidance point has fallen below a predetermined threshold.

[0008] Through investigations by the present inventors, such new problems have become apparent. The above-mentioned Patent Documents 1 and 2 do not mention this new problem, nor do they describe any countermeasures for it.

[0009] One object of the present invention is to prevent problems caused by the wide-area display being switched to the narrow-area display across the board while the driver or the like is looking at the wide-area display.

[0010] Other objects of the present invention will become apparent to those skilled in the art by referring to the following exemplary aspects and best modes, as well as the accompanying drawings. [Means for solving the problem]

[0011] In order to facilitate an understanding of the outline of the present invention, the following examples are given of embodiments according to the present invention.

[0012] In a first aspect, the display control device is mounted on a vehicle and has a control unit that controls image display on a display device that allows an image to be viewed by a viewer who is a passenger in the vehicle, and when controlling switching between wide-area display and narrow-area display for a map for route guidance, the control unit controls switching between wide-area display and narrow-area display to determine whether the positional relationship of the vehicle with respect to a guidance point where a course change is required is equal to or less than a first threshold, based on factors such as the complexity of the shape of the road near the guidance point, the traffic congestion state of the road, the familiarity of the viewer with respect to the road currently being traveled, and the degree of quality of the driving environment. Based on at least one piece of information, a decision is made as to whether to select wide-area display or narrow-area display, and the map is displayed at a scale based on that decision. As the vehicle progresses, at a second timing when the positional relationship of the vehicle with respect to a guidance point where a lane change is required becomes equal to or less than a second threshold value that is smaller than the first threshold value, if a wide-area display is being implemented, a narrow-area display is implemented at a scale larger than the scale immediately before the second timing, and if a narrow-area display is being implemented, a second narrow-area display is implemented at a scale larger than the scale immediately before the second timing.

[0013] In the first mode, instead of switching from wide-area display to narrow-area display uniformly at a predetermined timing as in the past, it is possible to select between wide-area display and narrow-area display at a first timing depending on the road conditions near the guidance point, etc. If wide-area display is selected, the period from the first timing to the second timing becomes the wide-area display period, and the wide-area display period can be lengthened accordingly, in other words, the wide-area display period can be extended. By extending the period of wide-area display, the driver (in other words, the viewer as a vehicle occupant) can easily check, for example, the current road conditions and the planned course (planned driving route, etc.), and obtain the information necessary for appropriate driving operations. Therefore, even if the display is subsequently switched to narrow-area display (second narrow-area display) at the second timing, confusion will not occur due to the driver or other person not being able to check the road conditions in advance, and problems such as the driver or other person changing the driving lane in a hurry or being unable to change the driving lane can be reduced. In this way, according to the first aspect, it is possible to effectively suppress problems that arise when the wide-area display is switched to the narrow-area display across the board while the driver or the like is referring to the wide-area display.

[0014] In a second aspect dependent on the first aspect, the control unit may make a decision to select wide-area display at the first timing when any of the following cases applies: the shape of the road near the guidance point is determined to be complex, the road is determined to be congested, the viewer's familiarity with the road currently being traveled is determined to be low, or the driving environment is determined to be of low quality.

[0015] In the second mode, for example, when the shape of the road near the guidance point is complex, it is expected that the driver will need more time to check the current road conditions, the planned route (planned driving route), etc., compared to when the shape of the road is simple, so wide-area display is selected at the first timing. Similarly, when it is determined that the road is congested, it is expected that the driver, etc. will need more time to check the current road conditions, the planned route (planned driving path), etc., or to confirm the appropriate timing for changing routes, compared to when the road is not congested, so wide-area display is selected at the first timing. Similarly, if it is determined that the driver or other person has low familiarity with the road currently being driven on (for example, if the driver or other person has only driven on the road a few times in the past and has not accumulated sufficient knowledge about the road), it is expected that the driver or other person will need more time to check the current road conditions and the planned route (planned driving route) compared to when the driver or other person has a high level of familiarity, and therefore wide-area display is selected at the first timing. Similarly, when the road driving environment is judged to be of low quality, for example, when there is thick fog or when the roads are frozen over a wide area in winter, it is expected that the driver will need more time to check the current road conditions, the planned route (planned driving path), etc., or to confirm the appropriate timing for changing routes, compared to when the driving environment is good (for example, when there is no fog or no ice on the roads, resulting in high driving safety), and therefore wide-area display is selected at the first timing. According to the second aspect, the period of the wide-area display can be extended depending on the road conditions, driving environment, etc., and the driver can obtain information necessary for safe driving in ample time based on the wide-area display (wide-area map), improving convenience and also contributing to safer driving.

[0016] In a third aspect dependent on the first or second aspect, the control unit may variably control the first timing based on at least one piece of information including the complexity of the road shape near the guidance point, the congestion state of the road, the viewer's familiarity with the road currently being traveled, and the quality of the driving environment, or may variably control each of the first and second timings.

[0017] In the third aspect, the first timing or each of the first and second timings is not fixed, but is variably controlled according to road conditions and the like. For example, as explained above in the second aspect, when it is determined that the road is congested, it is expected that the driver will need more time to check the current road conditions and the planned route (planned driving route) compared to when the road is not congested, and therefore wide-area display is selected at the first timing. In this case, by setting the first timing earlier than when it is determined that there is no congestion, the period from the first timing to the second timing is longer, and the period of the wide-area display is extended accordingly, allowing drivers, etc., to refer to the wide-area display (wide-area map) with ample time to check and understand the road conditions, etc. In addition, by advancing the first timing and delaying the second timing, the period from the first timing to the second timing can be made longer, which extends the period of wide-area display, allowing drivers and others to refer to the wide-area display (wide-area map) with more time to check and understand road conditions, etc.

[0018] In a fourth aspect dependent on the second or third aspect, when the control unit determines that the driving environment is not good as a result of determining the degree of goodness of the driving environment, the control unit may display a wide-area display at the first timing, and may also display an auxiliary display that is useful for driving the vehicle.

[0019] In the fourth aspect, focusing on the fact that the quality of the driving environment is directly linked to the safe operation of the vehicle, when a wide-area display is displayed at the first timing, an auxiliary display that is useful for the driving of the vehicle (safe driving) is also displayed. For example, if fog occurs and visibility is poor, the area where the fog is occurring can be displayed using graphics, etc., or if the road is frozen in winter, the area where the ice is occurring can be displayed using graphics, etc., or the type of deterioration in the driving environment (e.g., ``fog'' or ``frozen road'') can be displayed using letters or symbols. This allows drivers and others to obtain the information necessary for safe driving, improving convenience.

[0020] In a fifth aspect, a display device includes a display unit that displays an image, and a display control device according to any one of the first to fourth aspects.

[0021] According to the fifth aspect, it is possible to realize a display device with improved convenience that can suppress problems that arise when a wide-area display is uniformly switched to a narrow-area display while a driver or other person is looking at the wide-area display.

[0022] In a sixth aspect dependent on the fifth aspect, the display unit may be a head-up display (HUD) that projects an image displayed on a display onto a windshield or screen as a projection target via an optical system, or a direct projection display that projects an image displayed on a display onto a windshield or screen as a projection target without via an optical system, or a center information display (CID), or an instrument cluster display (ICD).

[0023] According to the sixth aspect, it is possible to realize a display device such as a HUD device, a CID, or an ICD with improved convenience, which can suppress problems that arise when a wide-area display is uniformly switched to a narrow-area display while a driver or the like is referring to the wide-area display.

[0024] In a seventh aspect, a display control method is a display control method for controlling image display of a display device that is mounted on a vehicle and allows a viewer who is a passenger of the vehicle to view an image, and when controlling switching between wide-area display and narrow-area display for a map for route guidance, at a first timing when a positional relationship of the vehicle with respect to a guidance point where a course change is required becomes equal to or less than a first threshold, based on at least one piece of information of the complexity of the shape of the road near the guidance point, the congestion state of the road, the familiarity of the viewer with respect to the road currently being traveled, and the quality of the driving environment. and a step of: deciding whether to select wide-area display or narrow-area display, and displaying the map at a scale based on the decision; and at a second timing when, as the vehicle progresses, the positional relationship of the vehicle to a guidance point where a lane change is required becomes equal to or less than a second threshold value that is smaller than the first threshold value, if a wide-area display is being implemented, implementing a narrow-area display at a scale larger than the scale immediately before the second timing, and if a narrow-area display is being implemented, implementing a second narrow-area display at a scale larger than the scale immediately before the second timing.

[0025] According to the seventh aspect, it is possible to realize a display control method with improved convenience that can suppress problems that arise when a wide-area display is uniformly switched to a narrow-area display while a driver or other person is referring to the wide-area display.

[0026] Those skilled in the art will easily understand that the exemplified embodiments according to the present invention can be further modified without departing from the spirit of the present invention. [Brief explanation of the drawings]

[0027] [Figure 1] 1 is a diagram showing an example of the configuration of a display system (including a display device and a display control device) in which the present invention can be implemented. [Figure 2] FIG. 1 is a diagram showing an example of the configuration of a head-up display (HUD) device in which the present invention can be implemented. [Figure 3] 10A and 10B are diagrams showing display examples when the shape of the road near the guide point is complex and when it is not complex; [Figure 4] 10A and 10B are diagrams showing examples of display when the road is congested and when the road is not congested. [Figure 5] 10A and 10B are diagrams showing examples of display when the driver or the like (a viewer as a vehicle occupant) has a low level of familiarity with the road currently being traveled, and examples of display when the driver or the like has a high level of familiarity with the road. [Figure 6] 10A and 10B are diagrams showing examples of display when the level of quality of the driving environment is low, and examples of display when the level of quality is high (when the driving environment is good). [Figure 7] 3 is a flowchart showing an example of a main control procedure in the display control method of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0028] The best mode described below is used to facilitate understanding of the present invention, and therefore, those skilled in the art should be aware that the present invention is not unduly limited by the embodiments described below.

[0029] (First embodiment) Please refer to Fig. 1. Fig. 1 is a diagram showing an example of the configuration of a display system (including a display device and a display control device) in which the present invention can be implemented.

[0030] In Fig. 1, the width direction of the vehicle (moving body) 1 is defined as the left-right direction (or lateral direction: X direction), the direction along a line segment that is perpendicular to the left-right direction and perpendicular to the ground or a surface equivalent to the ground (here, road surface 6) is defined as the up-down direction (or height direction: Y direction), and the direction along a line segment that is perpendicular to each of the left-right direction and the up-down direction (directions that indicate the forward and backward directions of the vehicle 1) is defined as the front-rear direction (Z direction). The positive Z direction is defined as the forward direction, and the negative Z direction is defined as the backward direction. This is the same in the other drawings.

[0031] The display system (in-vehicle display system) 100 provided in a vehicle (host vehicle) 1 shown in Figure 1 includes a head-up display (HUD) device 102 housed in the dashboard 41, a center information display (CID) 120 provided in the center of the vehicle 1, and an instrument cluster display (ICD) 130 located in front of the occupant (viewer as a passenger in the vehicle 1, driver) 5.

[0032] Both CID 120 and ICD 130 are within the field of view of the driver (or, more broadly, the viewer as a passenger in vehicle 1, hereinafter simply referred to as "driver") 5 who is operating the steering wheel 4 to drive vehicle 1, and by slightly changing his or her line of sight (line of sight), the driver 5 can view the display content (e.g., wide-area maps and narrow-area maps for route guidance) displayed in the virtual display area 103 of the HUD device 102, CID 120, and ICD 130.

[0033] The HUD device 102 projects an image (or image display light) onto the windshield 2 of the vehicle 1 as a projection target, and can display a virtual image superimposed on the real scene on a virtual image display surface, which is an imaginary surface set at a position a predetermined distance (virtual image display distance) away from the driver 5. The projection target may be a screen or the like.

[0034] In addition, the HUD device 102 basically projects an image onto a projection target via an optical system such as a concave mirror, but there are also direct projection displays (direct projection display devices) that do not have an optical system and project an image displayed on a display directly onto a projection target.

[0035] This direct projection display (direct projection display device) is sometimes called a windshield display (WSD). In the present invention, a WSD may be used instead of a HUD device. In a broad sense, a WSD is also a type of HUD.

[0036] Both HUD and WSD are projection-type displays (projection display devices) that display virtual images. The concept of a projection display device is to be interpreted broadly, and for example, an in-car projector that has the function of presenting information by irradiating a steering wheel or the like in a car can also be included in the projection display device.

[0037] Both the CID 120 and the ICD 130 are real image display type display units (display devices) that display real images on their display surfaces, and typically correspond to liquid crystal panels or the like.

[0038] The display control device 200 includes a control unit 201, a HUD control unit 131, and a display control unit 140.

[0039] The HUD control unit 131 has a display content setting unit 133, which has a wide area / narrow area switching control unit 134 that switches between wide area display and narrow area display, and a switching timing control unit 135 that controls the timing of the switching.

[0040] The switching timing control unit 135 sets (determines) a "first timing" and a "second timing" (described later). The first and second timings may be predetermined fixed timings, or may be variably controlled according to road conditions, etc.

[0041] Furthermore, when controlling the switching between wide-area display and narrow-area display for the map for route guidance, the wide-area / narrow-area switching control unit 134 determines whether to select wide-area display or narrow-area display based on at least one piece of information on the "complexity of the road shape," "road congestion status," "familiarity of the viewer (driver) with the road currently being traveled," and "degree of quality of the driving environment" near the guidance point at a "first timing" when the positional relationship of the vehicle 1 with respect to a guidance point (for example, an intersection ahead) where a course change is required becomes equal to or less than a first threshold. and display the map at a scale based on that determination; and, as vehicle 1 travels, at a "second timing" when the positional relationship of vehicle 1 with respect to a guidance point (for example, an intersection ahead) where a lane change is required becomes equal to or less than a second threshold which is smaller than the first threshold, if a wide-area display is being implemented, a narrow-area display can be implemented at a scale larger than the scale immediately before the second timing, and if a narrow-area display is being implemented, a narrow-area display can be implemented at a scale larger than the scale immediately before the second timing.

[0042] 1, an intersection (hereinafter sometimes simply referred to as an intersection) 3 is visible ahead as a guidance point where a lane change is required. This intersection 3 has branching roads 7a, 7b, 7c, and 7d. This intersection 3 has a branch road 7d extending diagonally forward, and the road shape may be determined to be complex compared to, for example, a simple crossroads intersection. Specific examples of displaying wide-area maps and narrow-area maps in such cases will be described later.

[0043] The display control unit 140 also includes a CID control unit 141 and an ICD control unit 143 .

[0044] Furthermore, the information acquisition unit 224 acquires various types of information and provides the acquired information to the control unit 201. The information acquisition unit 224 collects various types of information that are required when displaying, for example, navigation information on the HUD device 102 or the display device (CID 120, ICD 130).

[0045] The information acquisition unit 224 acquires, for example, the current location information of the vehicle (own vehicle) 1 and the latest information on the surrounding environment (including, for example, information on road conditions near the guidance point) from a communication unit 220 (which may include a GPS communication unit, a V2X communication unit, etc.) equipped with an antenna AN.

[0046] Furthermore, the information acquisition unit 224 acquires various types of information indicating the state of the vehicle 1 (including, for example, vehicle speed information) from the ECU (electronic control unit) 222.

[0047] Furthermore, in response to requests from each unit, the navigation information generation unit 231 searches pre-stored map information 233, a display database (including data on supplementary information associated with map information) 235, vehicle position information 236 acquired using GPS or the like, and driving history information (familiarity information such as the number of times the vehicle has been driven in the past) for the road on which the vehicle is currently traveling, and generates data on display contents necessary for realizing navigation display (map information in wide-area display / narrow-area display, etc.). The generated display content data is sent to the information acquisition unit 224 as appropriate.

[0048] Furthermore, for example, the radar unit 225 may be used to measure the distance to an object present ahead of the vehicle 1. Distance data obtained by distance measurement is supplied to the information acquisition unit 224. This distance data may be used, for example, when the HUD device 102 displays an image such as an icon superimposed on the object.

[0049] Furthermore, for example, there may be a case where an intersection including a left-turn road or a right-turn road, or a branch road from the road currently being traveled, is present ahead of the vehicle 1, and it becomes necessary to measure the distance from the viewpoint position of the driver 5 (or a reference point set on the vehicle 1) to the intersection or branch road. In such a case, an image of the area ahead is captured by the surroundings imaging camera 45 mounted on the outside of the vehicle 1, and the image processing unit 46 performs image processing on the obtained image. Then, the distance measuring unit 47 calculates the distance. For example, it is possible to create an appropriate sense of perspective by changing the size of the image to be displayed depending on the calculated distance.

[0050] In addition, when it is necessary to perform a detailed analysis of the actual scene (object) in front of the vehicle 1, etc., and measure the type, size, etc. of the object, the object type / size / feature detection unit 48 performs a detailed image analysis using pattern matching, etc., to obtain the necessary information.

[0051] The information thus acquired is supplied from the image processing unit 46 to the information acquisition unit 224 .

[0052] The eyes (pupils) and face of the driver 5 are captured by a camera 226 installed inside the vehicle, and the gaze detection unit 228 detects the gaze (line of sight) of the driver based on the captured image. The obtained gaze information (including viewpoint position information) is supplied to the control unit 201 via the information acquisition unit 224, and this information is used to implement, for example, spot lighting, which projects the display light of the HUD device only around the viewpoint position.

[0053] Next, reference is made to Fig. 2. Fig. 2 is a diagram showing an example of the configuration of a head-up display (HUD) device in which the present invention can be implemented. In Fig. 2, parts common to Fig. 1 are assigned the same reference numerals.

[0054] The display system 100 includes a communication unit 220, a navigation device 70 (not shown in FIG. 1), an ECU (Electronic Control Unit) 222 capable of collecting various types of vehicle information, and the HUD device 102.

[0055] The navigation device 70 includes an information acquisition unit 224 and a navigation information generation unit 231.

[0056] The HUD device 102 includes a display control device (at least one processor) 200 and a projection unit 93.

[0057] The projection unit 93 includes a display unit 151 and a display optical system 95 (including a curved mirror 170).

[0058] The display control device (at least one processor) 200 includes an I / O interface 81, a storage 82, and a control unit 201 that controls the display of images.

[0059] The control unit 201 includes a HUD control unit 131 .

[0060] The HUD control unit 131 has a wide area / narrow area switching control unit 134 (including a switching determination unit 85 at a first timing (or together with a second timing)) that switches between wide area display and narrow area display, a switching timing control unit 135 (including a first timing setting unit 136 and a second timing setting unit 137), a wide area display control unit 139 (including a scale control unit 145 that controls the scale of the wide area map (wide area display)), and a narrow area display control unit 146 (including a scale control unit 145 that controls the scale of the narrow area map (narrow area display)).

[0061] Next, reference will be made to Fig. 3. Fig. 3 is a diagram showing a display example in which the shape of the road near the guide point is complex, and a display example in which the shape of the road is not complex.

[0062] A-1, A-2, and A-3 in Figure 3 show examples of display when the road shape near the guidance point is complex, and A-4, A-5, and A-6 in Figure 3 show examples of display when the road shape near the guidance point is not complex.

[0063] In the example of FIG. 3, for example, at the "reference timing", it is possible to display on a map a guidance point (here, an intersection ahead of vehicle 1) where vehicle 1 needs to change course.

[0064] The "reference timing" is the timing when the "threshold value" indicating the positional relationship of the vehicle 1 with respect to the intersection that is the guidance point is TH0.

[0065] The "threshold" can be expressed, for example, by a predetermined distance to an intersection, or a time required to reach an intersection at a predetermined distance, calculated with reference to the current speed of the vehicle 1. For example, the threshold TH0 at the reference timing may be specifically set to, for example, a distance of 400 m to the intersection.

[0066] In the example of FIG. 3, when controlling switching of a map for route guidance between a wide-area display (in other words, a map display of a wide area including the vicinity of the guidance point) and a narrow-area display (in other words, a map display of a narrow area limited to the vicinity of the guidance point), the control unit 201 of the display control device 200 determines whether to switch between a wide-area display (in other words, a map display of a wide area including the vicinity of the guidance point) and a narrow-area display (in other words, a map display of a narrow area limited to the vicinity of the guidance point) based on the "complexity of the shape of the road near the guidance point" at a first timing when the positional relationship of the vehicle 1 with respect to a guidance point (here, an intersection ahead of the vehicle 1) where a course change (such as a change of driving lane) is required becomes equal to or less than a first threshold TH1 (specifically, for example, 300 m from the distance to the intersection, or 30 seconds, which is the time it takes for the vehicle 1 to reach the intersection 300 m ahead, calculated based on the vehicle speed of the vehicle 1). A decision is made as to whether to select wide-area display or narrow-area display, and a map for route guidance is displayed at a scale based on that decision. As vehicle 1 progresses, at a second timing when the positional relationship of vehicle 1 with respect to a guidance point where a lane change is required becomes equal to or less than a second threshold TH2 that is smaller than the first threshold TH1 (specifically, for example, 150 m distance to the intersection, or 15 seconds, which is the time it takes for vehicle 1 to reach the intersection 150 m ahead, calculated based on the vehicle speed of vehicle 1), if wide-area display is being implemented, narrow-area display is implemented at a scale larger than that immediately before the second timing, and if narrow-area display is being implemented, narrow-area display is implemented at a scale larger than that immediately before the second timing.

[0067] The scale of the map displayed during the period from the first timing to the second timing may be constant during that period, or the scale may be increased continuously or in stages (in other words, the zoom magnification may be increased) as time passes as the vehicle 1 progresses.

[0068] Furthermore, the "complexity of the road shape near the guidance point" can be objectively determined by quantifying the complexity. For example, a straight road, which is the simplest road, is given a numerical value of "1." For example, if multiple intersections appear consecutively while vehicle 1 is traveling, the degree of complexity can be quantified using a predetermined algorithm, for example, from the perspective of the distance from one intersection to another, the width of the road between the intersections, or the frequency with which multiple intersections appear over time.

[0069] Furthermore, for one intersection, factors for determining complexity are set in advance, focusing on the number of branches, the angles formed by the branching roads, etc., calculations are performed according to the relevant factors, a numerical value indicating the degree of complexity is determined based on the difference from a straight road, and the numerical values ​​of each factor are added, for example, to quantify the degree of complexity. Note that the above examples are merely examples and are not limited to these.

[0070] Next, A-1 to A-3 in FIG. 3 will be described. In A-1 of FIG. 3, a wide-area display (display using a wide-area map) using a bird's-eye view is shown.

[0071] The host vehicle 1 is indicated by a triangular symbol 23. In the following description, this may be referred to as "the symbol 23 indicating the host vehicle" or "the symbol 23 indicating the host vehicle position."

[0072] The vehicle 1 is currently traveling straight on a road 20, the guide route (route for navigation) is indicated by a black stripe, and the destination is indicated by a reference numeral 22.

[0073] Furthermore, intersections, which are guidance points that require vehicle 1 to change course, include branching roads 14a to 14e and have more branches than, for example, a simple straight road or a crossroads intersection, and therefore the complexity of the intersection can be determined to be "complex." Next, refer to A-2 in FIG. The switching timing control unit 135 shown in FIG. 1 earlier determines whether it is the first timing, and if it is the first timing, the wide area / narrow area switching control unit 134 shown in FIG. 1 determines the complexity of the intersection (in other words, the complexity of the intersection's shape, etc.) (step S1), and as a result, it is determined that the intersection (its shape, etc.) is complex (step S2), and therefore the wide area display is maintained (step S3).

[0074] In other words, when the shape of the road near the guidance point is complex, it is expected that the driver, etc. will need more time to check the current road conditions and the planned route (planned driving path), etc., compared to when the shape is simple. In this case, it is considered preferable for proper driving operation for the driver (viewer as a passenger in vehicle 1) 5 to be able to check and understand the current situation over a wide area at leisure, so wide-area display is selected at the first timing.

[0075] As explained above, during the period in which the wide-area display is maintained (the period from the first timing to the second timing), the scale of the wide-area map may be constant during that period, or the scale may be enlarged continuously or stepwise (in other words, the zoom magnification may be increased) as time passes as the vehicle 1 travels. This also applies to the embodiments of FIGS. 4 to 6.

[0076] In this way, in A-2 of FIG. 3, wide-area display can be selected in consideration of the complexity of the guidance points that involve route changes for the vehicle 1.

[0077] In other words, instead of switching from wide-area display to narrow-area display uniformly at a predetermined timing as in the past, it is possible to select between wide-area display and narrow-area display at a first timing depending on the road conditions near the guidance point, etc.

[0078] If wide-area display is selected, the period from the first timing to the second timing becomes the wide-area display period, and the wide-area display period can be lengthened accordingly, in other words, the wide-area display period can be extended.

[0079] By extending the period of wide-area display, the driver (in other words, the viewer as a vehicle occupant) can easily check, for example, the current road conditions and the planned course (planned driving route, etc.), and obtain the information necessary for appropriate driving operations.

[0080] Therefore, even if the display is subsequently switched to narrow-area display at the second timing, there will be no confusion caused by the driver not being able to check the road conditions in advance, and problems such as the driver hastily changing the driving lane or being unable to change the driving lane can be reduced.

[0081] In this way, according to the first aspect, it is possible to effectively suppress problems that arise when the wide-area display is switched to the narrow-area display across the board while the driver or the like is referring to the wide-area display.

[0082] Next, A-3 in Fig. 3 will be referred to. The switching timing control unit 135 shown in Fig. 1 determines whether it is the second timing, and if it is the second timing, switches to a narrow-area display (display using a narrow-area map) at a scale larger than the scale of the wide-area map immediately before the second timing (step S4). This allows the route that the vehicle 1 should take to be clearly and easily displayed using an enlarged view focused on the intersection that is the guidance point. Therefore, the driver 5 will not get lost and can accurately perform the operation required to change the direction of travel.

[0083] Next, reference is made to A-4 in Fig. 3. In A-4 in Fig. 3, the intersection has branch roads 14a to 14c. Compared to A-3 in Fig. 3, the number of branch roads is smaller, and the shape of the intersection cannot be said to be complex. In other words, it can be determined that the intersection (shape) is not complex.

[0084] Next, refer to A-5 in Fig. 3. At the second timing, the wide-area / narrow-area switching control unit 134 shown in Fig. 1 determines the complexity of the intersection (in other words, the complexity of the shape of the intersection, etc.) (step S1'), and as a result, it determines that the intersection (the shape, etc.) is not complex (step S2'), and therefore switches to a narrow-area display (a display using a narrow-area map: here, this is referred to as a "first narrow-area display") at a scale larger than the wide-area display immediately before the first timing (step S3').

[0085] As a result, the path at the intersection is clearly indicated by a wider black stripe, allowing the driver 5 to clearly recognize the path at the intersection without making any mistakes and to reliably perform appropriate vehicle operation.

[0086] The scale of the narrow area map may be fixed, or the scale may be gradually increased as the vehicle 1 travels.

[0087] Next, A-6 in Fig. 3 is referred to. The switching timing control unit 135 shown in Fig. 1 determines whether it is the second timing, and if it is the second timing, switches to a narrow area display (here, this is referred to as "second narrow area display") with a larger scale than the scale of the narrow area map (first narrow area display) immediately before the second timing (step S4').

[0088] The scale of the second narrow range display may be the same as that of the narrow range display in A-3 of Fig. 3, or may be larger than that of the narrow range display in A-3 of Fig. 3. This also applies to the embodiments shown in Figs. 4 to 6.

[0089] (Second embodiment) Next, reference will be made to Fig. 4. Fig. 4 is a diagram showing a display example when the road is congested and a display example when the road is not congested. In Fig. 4, the same parts as in Fig. 3 (equivalent corresponding parts) are given the same reference numerals.

[0090] In the example of FIG. 4, the wide-area display / narrow-area display is selectively switched depending on the "road congestion status."

[0091] A-9 to A-11 in FIG. 4 show display examples when the roads near the guide point are congested, and A-10 to A-12 in FIG. 4 show display examples when the roads near the guide point are not congested.

[0092] In the example of Figure 4, as shown in A-8 of Figure 4, the following situation is assumed: "While driving on an unfamiliar road, an intersection is visible at a certain distance and it is necessary to turn right at the intersection, but the vehicle 1 is currently driving on a left-turn road, and therefore, before reaching the vicinity of the intersection, it needs to change direction and enter a right-turn road (need to change driving lanes). Meanwhile, near the intersection, several vehicles are stopped waiting for the traffic light, and in addition, there is another vehicle driving on a right-turn road near the vehicle 1, and there is an empty space in front of that vehicle, but it is difficult to judge the distance to the group of vehicles in the traffic jam ahead."

[0093] Information on road congestion can be obtained, for example, by using an information and communication system that transmits information on traffic congestion and traffic restrictions in real time and displays it on a car navigation system, or by using a map application that provides real-time traffic information.

[0094] The following explains each step in order: In A-9 of Fig. 4, wide-area display is performed.

[0095] In A-8 of Figure 4, at the first timing, the wide area / narrow area switching control unit 134 determines the degree of congestion near the intersection (step S5), and as a result, it is determined that there is congestion (step S6), and therefore the wide area display is maintained.

[0096] In other words, when the road near the guidance point is congested, it is expected that the driver, etc. will need more time to check the current road conditions, the planned route (planned driving path), or the appropriate timing for changing routes, compared to when the road is not congested.In this case, it is considered preferable for proper driving operation that the driver (visitor as a passenger in vehicle 1) 5 be able to check and understand the current situation over a wide area with ample time to do so, so wide-area display is selected at the first timing.

[0097] In A-8 of Fig. 4, the vehicle 1 is indicated by a vehicle icon 24. The route that the vehicle 1 should travel (guidance route) is indicated by a diagonally shaded band. The vehicle 1 is currently traveling on the left side of a two-lane road where a left turn is possible (left lane: left turn road).

[0098] Meanwhile, near the intersection 15 on the right road (right lane: right turn road) where a right turn is possible, four vehicles 25 to 28 are stopped and waiting for the traffic light, and behind this group of vehicles there is a certain amount of empty space SP, and behind this empty space SP there is ``another vehicle 29'' that is moving.

[0099] In this case, the driver 5 is forced to make a decision as to whether to overtake the "other vehicle 29" ahead and move into the open space SP in front of the "other vehicle 29," or to check whether there is a following vehicle behind the "other vehicle 29," and then, if possible, to move to a position behind the "other vehicle 29" without difficulty, or, if there is a following vehicle, to let the following vehicle go ahead and then move to a position behind that vehicle without difficulty; however, making this decision often takes time.

[0100] In such a situation, if the wide-area display is switched to the narrow-area display while the driver 5 is making the above-mentioned decision, it is conceivable that only the congested situation near the intersection will be displayed, making it difficult to determine the appropriate timing to enter the right-turn road. In this case, the driver 5 may be forced to suddenly turn the steering wheel and change direction to the right-turn road just before the intersection, which is the guidance point, and this may interfere with safe driving, and in some cases, it may be impossible to enter the right-turn road and turn right at the intersection.

[0101] Taking this into consideration, in A-8 of FIG. 4, the period of wide-area display is extended to allow the driver 5 to adequately check the traffic conditions over a fairly wide area near the intersection with ample time to spare.

[0102] Next, reference is made to A-9 in Fig. 4. At the second timing, the wide-area / narrow-area switching control unit 134 performs switching control to switch from wide-area display to narrow-area display (step S8).

[0103] As indicated by the vehicle icon 24 on the narrow area map, the vehicle 1 has successfully changed course onto the right-turn road and is currently preparing to turn right near the intersection 15. This prevents the driver 5 from making a mistake about the route the vehicle 1 should take.

[0104] Next, reference will be made to A-10 in Fig. 4. In A-10 in Fig. 4, a wide-area display is implemented in the same way as in A-7 in Fig. 4. The display content is substantially the same as in A-7 in Fig. 4.

[0105] In A-11 of Figure 4, at the first timing, the wide area / narrow area switching control unit 134 determines the degree of congestion near the intersection (step S5'), and as a result, it is determined that there is no congestion (step S6'), and therefore wide area / narrow area switching control is performed to switch from wide area display to narrow area display (first narrow area display).

[0106] In A-11 of FIG. 4, as shown by the host vehicle icon 24, the host vehicle 1 is traveling on the left side of a two-lane road where a left turn is possible (left lane: left turn road), but there is only one other vehicle 30 traveling diagonally ahead to the right, so it is easy to change course to the right side of the road where a right turn is possible (right lane: right turn road). Therefore, in this case, by switching to the narrow-area display (first narrow-area display), the direction in which the host vehicle 1 should proceed can be shown earlier and more clearly. This allows the driver 5 to reliably prepare to change course.

[0107] In A-12 of Figure 4, at the second timing, a second narrow area display (display using a second narrow area map) is implemented, which has a larger scale than the first narrow area display (first narrow area map) immediately before the second timing.

[0108] As indicated by the vehicle icon 24 on the second narrow-area map, the vehicle 1 has successfully changed course onto the right-turn road and is currently preparing to turn right near the intersection 15. In this way, the driver 5 will not make a mistake about the route the vehicle 1 should take.

[0109] (Third embodiment) Next, let us refer to Fig. 5. Fig. 5 is a diagram showing a display example when the driver (a viewer as a vehicle occupant) has a low level of familiarity with the road currently being traveled, and a display example when the driver has a high level of familiarity. In Fig. 5, the same parts as in Fig. 3 are given the same reference numerals.

[0110] A-13 to A-15 in FIG. 5 show display examples when the driver has a low level of familiarity with roads near the guidance point, and A-16 to A-18 in FIG. 5 show display examples when the driver has a high level of familiarity.

[0111] In the example of FIG. 5, "selective switching control between wide-area display and narrow-area display is performed based on the driver's (viewer's) familiarity with the road on which the vehicle is currently traveling. In other words, if it is determined that the driver 5 has a low level of familiarity with the road on which the vehicle is currently traveling, for example, if the driver has only driven a small number of times in the past and has not accumulated sufficient knowledge about the road, it is expected that the driver 5 will require more time to confirm the current road conditions, the planned route (planned driving path), etc., compared to when the driver 5 has a high level of familiarity. Therefore, at the first timing, the wide-area display is selected and the period of the wide-area display is extended.

[0112] In A-13 of FIG. 5, there are branch roads 14a to 14c at an intersection which is a guidance point where the vehicle 1 needs to change course.

[0113] At the first timing, the wide-area / narrow-area switching control unit 134 shown in FIG. 1 determines the driver 5's familiarity with the road on which he or she is currently traveling, in other words, whether the road is familiar or not (step S9). As a result, it is determined that the road is unfamiliar (step S10). Therefore, as shown in A-14 in FIG. 5, the wide-area display is maintained (step S11), thereby extending the period of the wide-area display.

[0114] At the second timing, the wide-area display is switched to the narrow-area display (step S12). As a result, the situation in the wide-area vicinity is displayed in an easily understandable manner to the driver 5 by an enlarged narrow-area map focused on the vicinity of the intersection, as shown in A-15 in FIG.

[0115] Next, refer to A-16 in Figure 5. A-16 in Figure 5 is the same as A-13 in Figure 5.

[0116] At the first timing, the wide-area / narrow-area switching control unit 134 shown in FIG. 1 determines the driver 5's familiarity with the road on which he or she is currently traveling, in other words, whether the road is familiar to him or her (step S9'). As a result, it is determined that the road is familiar to him or her (step S10'). Therefore, as shown in A-17 in FIG. 5, the wide-area display is switched to the first narrow-area display (step s11'), thereby clearly displaying the path (route) of the vehicle 1.

[0117] At the second timing, the first narrow-area display is switched to a second narrow-area display with a larger scale (step S12'). As a result, the situation in the vicinity of the wide area is displayed in an easy-to-understand manner to the driver 5 by the enlarged narrow-area map focused on the vicinity of the intersection, as shown in A-18 in FIG.

[0118] (Fourth embodiment) Next, reference is made to Fig. 6. This is a diagram showing a display example when the level of quality of the driving environment is low, and a display example when the level of quality is high (when the driving environment is good). In Fig. 6, the same parts as in Fig. 5 are given the same reference numerals.

[0119] A-16 to A-18 in FIG. 6 show display examples when the driver has a low level of confidence in the driving environment, and A-19 to A-21 in FIG. 6 show display examples when the driver has a high level of confidence in the driving environment.

[0120] In the example of Figure 6, when the road driving environment is judged to be of low quality, for example, when there is thick fog or when the road is frozen over a fairly wide area in winter, it is expected that the driver 5 will need more time to check the current road conditions, the planned route (planned driving path), etc., or to check the appropriate timing for changing routes, compared to when the driving environment is good (for example, when there is no fog or no ice on the road, and driving safety is high), so wide-area display is selected at the first timing.

[0121] Poor visibility, frozen roads, etc. can be detected by analyzing the features of objects measured by the object type / size / feature detection unit 48 in the image processing unit 46 shown in Figure 1.

[0122] According to the example of Figure 6, the period of wide-area display can be extended depending on road conditions, driving environment, etc., allowing the driver to obtain information necessary for safe driving in ample time based on the wide-area display (wide-area map), improving convenience and also contributing to safer driving.

[0123] In the example of Figure 6, if the driving environment is determined to be poor as a result of judging the degree of goodness of the driving environment, a wide-area display is displayed at a first timing, and at the same time, an auxiliary display that is useful for driving the vehicle is displayed.

[0124] In other words, since the quality of the driving environment is directly linked to the safe operation of the vehicle, when a wide-area display is displayed at the first timing, an auxiliary display that is useful for the driving (safe driving) of the vehicle is also displayed.

[0125] For example, when visibility is poor due to fog, the area where the fog is occurring can be displayed using graphics, etc., when roads are frozen in winter, the area where the ice is occurring can be displayed using graphics, etc., or the type of deterioration in the driving environment (for example, "fog," "frozen road," etc.) can be displayed using letters or symbols. This allows the driver 5 to obtain information necessary for safe driving, improving convenience.

[0126] A-1 in FIG. 6 is the same as A-1 in FIG. 5 described above.

[0127] At the first timing, the wide-area / narrow-area switching control unit 134 shown in FIG. 1 determines whether the driving environment is good or bad (step S13), and as a result, determines that the driving environment is bad (for example, poor visibility due to fog or frozen roads) (step S14), and as a result, the wide-area display is maintained, thereby extending the wide-area display period.

[0128] As shown in A-2 of Fig. 6, when this wide-area display is implemented, taking into consideration that poor driving conditions directly affect safe driving, the driver 5 is shown, along with the wide-area map, an area where the poor driving conditions exist (for example, an area where visibility is poor due to fog near an intersection that is the guidance point, or an area where the road surface is frozen in winter), in a rectangular area SE with a sandy pattern. This improves convenience.

[0129] In addition, when visibility is poor due to fog, buildings and the like that serve as landmarks for the vehicle 1 to navigate are displayed, and a character display ME indicating the type of "fog" or "frozen" is also displayed. This improves convenience.

[0130] At the second timing, the wide-area display is switched to the narrow-area display (step S16). As a result, the situation in the wide-area vicinity is displayed in an easily understandable manner to the driver 5 by an enlarged narrow-area map focused on the vicinity of the intersection, as shown in A-18 in FIG.

[0131] Next, refer to A-19 in Figure 6. A-19 in Figure 6 is the same as A-16 in Figure 6.

[0132] At the first timing, the wide-area / narrow-area switching control unit 134 shown in FIG. 1 judges the quality of the driving environment (step S13'), and as a result, it is judged to be good (step S14').Therefore, as shown in A-20 of FIG. 6, the wide-area display is switched to the first narrow-area display, thereby clearly displaying the course (route) of the vehicle 1.

[0133] At the second timing, the first narrow-area display is switched to a larger-scale, enlarged second narrow-area display (step S16'). As a result, the situation in the wider area is displayed in an easily understandable manner to the driver 5 by the enlarged narrow-area map focused on the vicinity of the intersection, as shown in A-21 of FIG.

[0134] (Fifth embodiment) In this embodiment, the switching timing control unit 135 shown in FIG. 1 variably controls the first timing, or each of the first and second timings, based on at least one piece of information including the complexity of the road shape near the guidance point, the road congestion state, the viewer's familiarity with the road currently being traveled, and the quality of the driving environment.

[0135] For example, as explained above using Figure 4, when it is determined that the road is congested, it is expected that the driver 5 will need more time to check the current road conditions, the planned route (planned driving route), etc., compared to when the road is not congested, so wide-area display is selected at the first timing.

[0136] In this case, by setting the first timing earlier than when it is determined that there is no congestion, the period from the first timing to the second timing is longer, and the period of the wide-area display is extended accordingly, allowing drivers, etc., to refer to the wide-area display (wide-area map) with ample time to check and understand the road conditions, etc.

[0137] Furthermore, by advancing the first timing and delaying the second timing, the period from the first timing to the second timing can be made longer, which extends the period of the wide-area display, allowing the driver 5 more time to refer to the wide-area display (wide-area map) and check and understand the road conditions, etc.

[0138] (Sixth embodiment) Next, reference is made to Fig. 7. This is a flowchart showing an example of a main control procedure in the display control method of the present invention.

[0139] In step S100, map information is acquired, and in step S101, wide-area display is performed.

[0140] In step S102, it is determined whether or not it is the first timing. If the answer is Y in step S102, the process proceeds to step S103, and if the answer is N, the process returns to step S100.

[0141] In step S103, external information (information such as the shape of the intersection, the congestion state of the intersection, the driving history and number of times, the driving environment, etc.) is acquired.

[0142] In step S104, the current situation (such as the complexity of the intersection shape, the degree of congestion at the intersection, the familiarity of the road, and the quality of the driving environment) is determined (estimated) based on external information.

[0143] In step S105, it is determined whether the conditions for wide-angle display are met. If the answer is Y in step S105, the process proceeds to step S106, and if the answer is N, the process proceeds to step S110.

[0144] In step S106, wide-area display is performed.

[0145] In step S107, map information is acquired.

[0146] In step S108, it is determined whether or not it is the second timing. If the answer is Y in step S108, the process proceeds to step S109, and if the answer is N, the process returns to step S107.

[0147] In step S109, narrow band display is performed.

[0148] In step S110, narrow range display (first narrow range display) is performed.

[0149] In step S111, map information is acquired.

[0150] In step S112, it is determined whether or not it is the second timing. If the answer is Y in step S112, the process proceeds to step S113, and if the answer is N, the process returns to step S111.

[0151] In step S113, a narrow-area display with a larger scale (second narrow-area display) is performed.

[0152] As described above, according to the embodiment of the present invention, it is possible to suppress problems that arise when the wide-area display is uniformly switched to the narrow-area display while the driver or the like is referring to a map in the wide-area display, thereby improving the convenience of display devices such as HUD devices.

[0153] The present invention is not limited to the above-described exemplary embodiments, and those skilled in the art will be able to easily modify the above-described exemplary embodiments to the extent that they fall within the scope of the claims. [Explanation of symbols]

[0154] 1 Vehicle (own vehicle), 2 Windshield as a projection target, 3 Intersection as a guidance point involving a lane change, 4 Steering wheel, 5 Viewer as a driver, a passenger, or a vehicle occupant, 6 Road surface, 7a to 7d Branching roads (branching roads) at an intersection, 41 Dashboard, 45 Surrounding image capturing camera, 46 Image processing unit, 47 Distance measuring unit, 48 Object information / size / feature amount detection unit, 70 Navigation device, 81 I / O interface, 82 Storage, 84 First timing switching determination unit, 95 Display optical system, 100 Display system (in-vehicle display system) stem), 102... Head-up display (HUD) device, 120... Center information display (CID), 130... Instrument cluster display (ICD), 131... HUD control unit, 133... Display content setting unit, 134... Wide-area / narrow-area switching control unit, 135... Switching timing control unit, 136... First timing setting unit, 137... Second timing setting unit, 139... Wide-area display control unit, 140... Display control unit, 141... CID control unit, 143... ICD control unit, 145... Scale control unit, 146... Narrow-area display control unit, 151... Display unit, 170... Curved mirror, 200... Display control device, 201: Control unit, 220: Communication unit, 222: ECU (electronic control unit), 224: Information acquisition unit, 225: Radar unit, 231: Navigation information generation unit, 233: Map information, 235: Display database, 236: Vehicle position information, 237: Driving history information.

Claims

1. A display control device having a control unit that is mounted on a vehicle and controls image display on a display device that allows an image to be viewed by a viewer who is a passenger in the vehicle, The control unit When controlling the switching between wide-area and narrow-area display for route guidance maps, At a first timing when the positional relationship of the vehicle with respect to a guidance point where a lane change is required becomes equal to or smaller than a first threshold, a decision is made as to whether to select wide-area display or narrow-area display based on at least one piece of information including the complexity of the shape of the road near the guidance point, the state of road congestion, the viewer's familiarity with the road currently being traveled, and the quality of the driving environment, and the map is displayed at a scale based on the decision; At a second timing when a positional relationship of the vehicle with respect to a guidance point where a course change is required as the vehicle travels becomes equal to or smaller than a second threshold value that is smaller than the first threshold value, If wide-area display is being performed, narrow-area display is performed at a scale larger than the scale immediately before the second timing; If a narrow band display is being performed, a second narrow band display is performed at a scale larger than the scale immediately before the second timing. Display control device.

2. The control unit If it is determined that the shape of the road near the guidance point is complex, When the congestion situation of the road is determined to be congested, If it is determined that the viewer's familiarity with the road currently being traveled is low, If the driving environment is judged to be of low quality, making a decision to select wide-area display at the first timing; The display control device according to claim 1 .

3. The control unit At the first timing, based on at least one information of the complexity of the shape of the road near the guidance point, the congestion state of the road, the familiarity of the viewer with respect to the road currently being traveled, and the quality of the driving environment variably controlling the first timing; Or, variably controlling the first and second timings; The display control device according to claim 1 .

4. The control unit When it is determined that the driving environment is not good as a result of determining the degree of goodness of the driving environment, a wide-area display is displayed at the first timing, and an auxiliary display that is useful for driving the vehicle is also displayed. The display control device according to claim 1 .

5. a display unit for displaying an image; A display control device according to any one of claims 1 to 4; A display device having:

6. The display unit is a head-up display (HUD) that projects an image displayed on a display onto a windshield or a screen as a projection target via an optical system. Or, It is a direct projection display that projects an image displayed on the display onto a windshield or screen as a projection target without using an optical system. Or, Center Information Display (CID) Or, An instrument cluster display (ICD), The display device according to claim 5 .

7. A display control method for controlling image display on a display device mounted on a vehicle, which displays an image to a viewer who is a passenger of the vehicle, comprising: a step of controlling switching between wide-area display and narrow-area display for a map for route guidance, determining whether to select wide-area display or narrow-area display based on at least one piece of information including the complexity of the shape of the road near the guidance point, the congestion state of the road, the familiarity of the viewer with the road currently being traveled, and the quality of the driving environment at a first timing when the positional relationship of the vehicle to a guidance point where a course change is required becomes equal to or less than a first threshold, and displaying the map at a scale based on the determination; a step of implementing a narrow-area display at a scale larger than that immediately before the second timing when a positional relationship of the vehicle with respect to a guidance point where a course change is required becomes equal to or smaller than a second threshold value that is smaller than the first threshold value as the vehicle travels, if a wide-area display is being implemented, and implementing a second narrow-area display at a scale larger than that immediately before the second timing when a narrow-area display is being implemented; A display control method including:

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