JP4389708B2 - Vehicle display device and display method thereof - Google Patents

Description

  The present invention relates to a vehicular display device that superimposes an image on a scene in front of the vehicle and a display method thereof.

  Conventionally, accidents due to excessive driver speed have occurred. Such an accident is caused by the fact that the curve cannot be completely turned due to excessive speed or the driving operation is delayed. Therefore, in order to prevent the driver from excessively speeding the vehicle while traveling, a device has been proposed that detects and notifies the driver of excessive speed and prompts the driver to decelerate.

  As this type of device, there is a speed alarm device that warns the driver by means of sound, buzzer, light, or the like when the speed of the vehicle exceeds a set speed (for example, see Patent Document 1). This alarm is provided in the designated speed instruction section that specifies the vehicle speed at which the alarm is issued on the dial of the meter, and the designated speed instruction section, and the meter pointer exceeds the speed specified in the designated speed instruction section. And a warning unit that issues a warning (voice, buzzer, light, etc.) to the driver.

  In such an alarm device, an alarm unit (for example, a photocoupler or a photosensor) is installed on a dial face of a vehicle meter at a speed position where an alarm is desired. In the case of a pointer type meter, the photocoupler detects that the pointer of the speedometer has moved beyond the set speed while the vehicle is running. In the case of a digital meter, the light emitting tip of the pointer displayed graphically is detected by a photo sensor. In this way, when it is detected that the meter pointer exceeds the set speed, an alarm is given to the driver by the alarm unit.

  Further, there is a curved road alarm device that warns according to the speed when the vehicle approaches a curve (see, for example, Patent Document 2). The curved road alarm device includes a camera that captures the front of the vehicle, a control unit that controls to issue an alarm based on the scenery captured by the camera, and an alarm device that alerts the driver. .

In this curved road warning device, a curve curvature display sign installed on a curved road is photographed by a camera, and this image signal is input to the control unit. In the control unit, based on the image signal input from the camera, the character pattern is collated with the character pattern of the curve curvature stored in advance, and the curvature radius of the curve road is detected. An allowable vehicle speed is obtained from the detected radius of curvature. Then, the allowable vehicle speed is compared with the current vehicle speed, and if it is determined that the reference allowable speed is larger than the allowable speed, an alarm is given as an alarm that the vehicle is overspeed.
JP-A-5-149959 Japanese Patent Laid-Open No. 7-266920

  However, in the speed alarm device, an alarm is issued whenever the meter pointer exceeds the set speed. As a result, the driver feels bothered by alarms that are frequently or continuously issued. Further, since the curve road warning device alerts the driver to reduce the speed of the vehicle only when the road shape is a curve, the warning cannot be given for any road shape.

  In addition, although the speed alarm device and the curve road alarm device instruct the driver to decrease the speed, the driver can intentionally ignore the alarm, or the driver is alerted to frequent alarms. May get used to, and the driver may not follow the alarm voluntarily.

  In view of the above points, the present invention provides a vehicle display device and a display method thereof that can naturally decelerate by superimposing and displaying an image that makes the driver feel a sense of pressure on the scenery in front of the vehicle. With the goal.

  In order to achieve the above object, according to the first aspect of the present invention, a road condition acquisition unit (10, 40) that incorporates map information and outputs the road shape of the road on which the vehicle is traveling from the map information. And determining whether the speed of the vehicle is excessive based on the vehicle information acquisition unit (20) that outputs a signal according to the state of the traveling vehicle and the signal according to the road shape and the state of the vehicle. At the same time, the control unit (50) for creating a deceleration acceleration image displayed along the road shape and the image data of the deceleration acceleration image are input, and at the head-up display of the front windshield (WS), the deceleration acceleration image And a display section (60) that superimposes and displays along the road ahead of the host vehicle.

  In this way, it is determined whether the speed of the vehicle is excessively high based on the road on which the vehicle is traveling and the state of the vehicle (for example, throttle opening, brake oil pressure, steering steering angle). And when it determines with the own vehicle being too fast, the deceleration promotion image which accelerates | stimulates the deceleration of the own vehicle on a road is superimposed and displayed on a head-up display. As a result, the driver can be alerted to the deceleration accelerating image and can be driven carefully. Therefore, it can decelerate naturally. Such a display can be performed on any road shape.

  Further, since the deceleration promoting image is displayed so as to be merged with the scenery in front of the host vehicle, the driver can naturally accept the deceleration promoting image with the same feeling as when viewing the actual foreground. Furthermore, since a deceleration promoting image that gives a feeling of pressure is displayed on the head-up display, a warning or alarm that is directly related to the driving operation can be performed, and the vehicle can be decelerated naturally.

Further, in the first aspect of the invention, the control unit calculates, based on the map information, a traveling speed at which the host vehicle can travel safely as a safe traveling speed, and based on the map information and the state of the host vehicle. The travel speed on the road where the car will travel is calculated as the predicted travel speed, and if the predicted travel speed is faster than the safe travel speed, it is determined that the vehicle is overspeeding and a deceleration promotion image is created. It is characterized by becoming.

  In this way, the safe traveling speed and the predicted traveling speed are calculated and compared. When the predicted travel speed is faster than the safe travel speed, that is, when the speed of the host vehicle exceeds the speed at which the host vehicle can travel safely when the host vehicle travels as it is, it is determined that the host vehicle is overspeeding. In this way, it can be determined whether or not to create a deceleration promoting image to be displayed on the head-up display.

  By making such a comparison, when the vehicle is at a dangerous speed, a deceleration acceleration image can be displayed in the foreground that is already visible to the driver. As a result, the deceleration acceleration image is displayed in the foreground, so that the driver can be prevented from noticing that the deceleration acceleration image is displayed. From this, it is possible to reduce the troublesomeness caused by displaying the deceleration acceleration image.

Further, in the first aspect of the present invention, the display unit includes a right eye display (61) and a left eye display (62) that perform image display, and displays the deceleration acceleration image output from the control unit. The three-dimensional image is displayed on the head-up display by outputting from the right-eye display and the left-eye display.

  Thus, the deceleration acceleration image is displayed on the head-up display as a stereoscopic image. As a result, the driver can feel the depth of the deceleration promotion image, and the deceleration acceleration image can be displayed by being melted into the road ahead of the vehicle. Therefore, the deceleration acceleration image can be displayed along the road shape.

The invention according to claim 2 is characterized in that the deceleration promoting image includes at least one of a wall (PW, SH), a center pole (CP), a guardrail (GR), and a white line (WL). Yes.

  By using such a deceleration accelerating image, it is possible to give the driver a feeling of pressure and prompt the driver to drive carefully. Thereby, the speed of the own vehicle can be decelerated naturally.

The invention according to claim 3 is characterized in that a white line is displayed inside the road. By displaying the white line in this way, it is possible to give the driver a feeling of pressure and to encourage deceleration.

For example, if a road has a white line as a center line, the white line is displayed inside the center line. On the other hand, when there is no center line, a white line may be newly displayed at the center of the road as a virtual image. In the case of a road with a vehicle traffic zone, a white line may be displayed inside the vehicle traffic zone outside line on the left side when viewed from the own vehicle. On the other hand, when there is no vehicle lane, a white line may be displayed inside the road boundary. Such a display of a white line according to the road condition can give the driver a feeling of pressure. Similarly, in the invention described in claim 4, it is also possible to prompt the driver to decelerate by displaying the white line, which is a deceleration promoting image, superimposed on the inside of the road and making the center line a double white line.

According to a fifth aspect of the present invention, there is provided a display method for a vehicle display device that displays an image for prompting a deceleration in response to excessive speed of the host vehicle on a head-up display provided on a front windshield (WS). The step (110, 120) of acquiring the road shape of the road on which the host vehicle is traveling and the state of the host vehicle is configured to acquire the road shape and the state of the host vehicle; Based on the road shape, the travel speed at which the vehicle can travel safely is calculated as the safe travel speed, and the travel speed on the road on which the vehicle will travel is calculated as the predicted travel speed based on the road shape and the state of the vehicle. A step of obtaining the safe travel speed and the predicted travel speed by the calculating means (130), and when the predicted travel speed is faster than the safe travel speed, the road shape is displayed. Creating a speed acceleration image and displaying the deceleration acceleration image by means (140 to 160) for superimposing and displaying the deceleration acceleration image along the road ahead of the host vehicle on the head-up display. It is a feature.

  In this way, the safe traveling speed and the predicted traveling speed are calculated from the shape of the road on which the host vehicle is traveling and the state of the host vehicle (for example, throttle opening, brake hydraulic pressure, steering steering angle). When the predicted traveling speed exceeds the safe traveling speed, that is, when the speed is too high, a deceleration acceleration image is superimposed on the road ahead of the host vehicle and displayed on the head-up display. As a result, the driver can feel a sense of pressure and be alerted, and the vehicle can be decelerated naturally. Thus, the driver can be encouraged to drive carefully, and the driver can be efficiently prompted to decelerate.

Further, the invention according to claim 5 is characterized in that the means for displaying in a superimposed manner displays a deceleration acceleration image from a point where the predicted traveling speed exceeds the safe traveling speed.

  In this way, the deceleration acceleration image is displayed from the end of the road on which the vehicle is traveling. As a result, since the deceleration acceleration image can be displayed in the foreground in advance, it is possible to prevent the driver from being surprised by the display of the deceleration acceleration image.

Further, the invention according to claim 5 is characterized in that the superimposing display means displays the deceleration acceleration image as a stereoscopic image on the head-up display.

  In this way, the deceleration promoting image is displayed as a stereoscopic image. Thereby, it is possible to make the driver feel the depth in the deceleration promotion image, and the deceleration promotion image can be displayed by being melted into the road ahead of the vehicle. That is, since the deceleration acceleration image can be displayed along the road shape, it can be seen that the deceleration acceleration image originally exists on the road.

Furthermore, in the invention according to claim 5 , the means for superimposing display displays at least one of a wall (PW, SH), a center pole (CP), a guardrail (GR), and a white line (WL) as a deceleration promoting image. It is characterized by creating two images.

  Thus, the deceleration acceleration image as described above is displayed. Thereby, the driver can feel a pressure and decelerate by the wall or guardrail displayed on the edge of the road. Also, by displaying the center pole and white line, the driver can be encouraged to drive carefully and decelerate. The driver can be decelerated naturally by alerting the driver with such a deceleration acceleration image.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram of a vehicle display device according to an embodiment of the present invention. As shown in FIG. 1, the vehicle display device includes a road condition acquisition unit 10, a vehicle information acquisition unit 20, a command switch 30, a database 40, a control unit 50, and a superimposed display unit 60. Configured.

  The road information acquisition unit 10 is for grasping the shape of the road on which the vehicle is currently traveling, and includes a GPS antenna 11. The GPS antenna 11 receives a side signal including the current time transmitted from a GPS satellite and information on its own position, and outputs this side signal to the control unit 50. This side position signal is used for specifying the latitude and longitude of the vehicle, that is, the current position in the control unit 50 described later.

  The vehicle information acquisition unit 20 detects the state of the vehicle traveling on the road and outputs the detected signal to the control unit 50. Specifically, the vehicle information acquisition unit 20 is configured by sensor groups 21 to 27, and the state of the vehicle is detected by the sensor groups 21 to 27. Such a vehicle information acquisition unit 20 includes a throttle sensor 21, a brake hydraulic pressure sensor 22, a steering sensor 23, a vehicle speed sensor 24, a direction sensor 25, a solar radiation sensor 26, and an ignition sensor 27. Has been.

  The throttle sensor 21 is provided in the intake pipe of the engine, and detects the opening / closing level (opening degree) of a throttle valve that adjusts the amount of air (air mixture) fed into the combustion chamber of the engine. A throttle signal indicating the opening / closing level of the throttle valve detected by the throttle sensor 21 is output to the control unit 50. Then, the control unit 50 calculates the throttle opening according to the throttle signal.

  The brake hydraulic pressure sensor 22 detects the pressure of the brake hydraulic pressure. The brake hydraulic pressure sensor 22 has a known configuration using, for example, a piezoresistive effect, and includes a bridge circuit formed by a diaphragm distorted by pressure and a diffusion resistance on the upper surface thereof. The brake hydraulic pressure sensor 22 detects the brake hydraulic pressure, generates an electric signal at a level corresponding to the detected value, and outputs the electric signal to the control unit 50. And in the control part 50, the electric signal input from the brake hydraulic pressure sensor 22 is converted into a pressure value.

  The steering sensor 23 detects a steering angle when the driver operates the steering. The steering sensor 23 is provided in a steering gear box, for example, and outputs a signal corresponding to the steering angle of the steering to the control unit 50. The steering angle signal input to the control unit 50 is converted into the steering angle of the steering.

  The vehicle speed sensor 24 detects the speed of the vehicle, and outputs a pulse signal corresponding to the speed of the vehicle to the control unit 50. The pulse signal input to the control unit 50 is converted into a vehicle speed.

  The direction sensor 25 detects in which direction the vehicle is operating, and is constituted by, for example, a yaw rate sensor or a gyro sensor. Specifically, the azimuth sensor 25 detects a vehicle rotation angle around a vertical axis passing through the center of gravity of the vehicle by a yaw rate sensor, detects a slope of a road by a gyro sensor, and based on these, an azimuth signal related to the driving direction of the vehicle is obtained. Output to the controller 50.

  The solar radiation sensor 26 detects the amount of solar radiation in the passenger compartment. The solar radiation sensor 23 includes, for example, a photodiode, and is installed on the upper part of the instrument panel. Then, the photodiode of the solar radiation sensor 23 detects the intensity of light incident on the passenger compartment as a voltage, for example, and outputs the detected voltage signal to the control unit 50. The controller 50 calculates the amount of solar radiation according to the input voltage signal.

  The ignition sensor 27 is a sensor that monitors on or off of an ignition switch of the vehicle. When the key is inserted into the key cylinder and the ignition switch is turned on by turning the key, the ignition sensor 27 outputs an ON signal to the control unit 50. Similarly, when the ignition switch is turned off, the ignition sensor 27 outputs an off signal to the control unit 50.

  The command switch 30 is a switch for customizing a display for superimposing and displaying an image on the scenery in front of the vehicle in the front windshield, and is provided, for example, in a steering. Therefore, the driver can operate the command switch 30 while holding the steering wheel. In the command switch 30, for example, display content of an image displayed on the front windshield of the vehicle, adjustment of a screen display position, selection of superimposed display or non-display of an image are performed.

  The database 40 is a well-known storage medium that stores data. As this storage medium, it is common to use a large-capacity storage device such as a CD-R, DVD-ROM, or hard disk because of its data amount. In this embodiment, the database 40 stores information on the own vehicle (vehicle width and the like) and map information. These pieces of information are output from the database 40 to the control unit 50. The road condition acquisition unit 10 and the database 40 correspond to the road condition acquisition unit of the present invention.

  The control unit 50 performs processing for displaying an image superimposed on the scenery in front of the vehicle on the front windshield of the vehicle, and includes an input port 51, a memory 52, a CPU 53, a display controller 54, and a drawing memory 55. And an output port 56. Such a control unit 50 is a known ECU.

  The input port 51 is a so-called interface that inputs signals output from the road condition acquisition unit 10, the vehicle information acquisition unit 20, the command switch 30, and the database 40, respectively. A signal input to the input port 51 is output to the memory 52 and the CPU 53.

  The memory 52 is a storage medium that temporarily stores an input signal, and is configured by a RAM, for example. In the memory 52, signals and data of the road condition acquisition unit 10, the vehicle information acquisition unit 20, and the database 40 input from the input port 51 are stored as a driving history of the driver. The memory 52 rewrites previously stored information with new information according to the storage capacity.

  Here, the driving history of the driver will be described. When driving the vehicle, there is a driving habit by the driver. The driving habit includes, for example, turning a curve, turning the vehicle toward the center line, steering operation, and the amount of depression of the accelerator. As for the driving habits of these drivers, the values of the sensors detected by the vehicle information acquisition unit 20 are stored in comparison with the map information input from the GPS antenna 11 and the database 40 to the memory 52.

  Based on the signals detected by the road condition acquisition unit 10 and the vehicle information acquisition unit 20, the CPU 53 executes a superimposition display process for superimposing and displaying an image on the scenery in front of the vehicle at the superimposition display unit 60 described later. Is. This process is executed according to the superimposed display program stored in the CPU 53. The CPU 53 has a function of converting a signal input from the vehicle information acquisition unit 20 into a physical quantity corresponding to each sensor in order to execute the above processing. The superimposed display process executed by the CPU 53 will be described in detail later with reference to a flowchart. The CPU 53 outputs a signal indicating whether the superimposed display processing is performed, that is, whether superimposed display is performed or not, to the display controller 54.

  The display controller 54 has an image drawing function for displaying an image on the superimposed display unit 60. The display controller 54 includes a dedicated IC for image drawing including, for example, a gate array.

  In such a display controller 54, when a signal for performing superimposing display is input from the CPU 53, image data is read from a drawing memory 55 described later, and based on this image data, it is superimposed on the scenery in front of the vehicle on the front windshield. Create an image. Then, the display controller 54 outputs the created image to the output port 56.

  The drawing memory 55 is a storage medium that stores data, and is configured by a nonvolatile memory, for example. The drawing memory 55 stores image data of an image to be superimposed and displayed on the scenery in front of the vehicle. This image is a pseudo image that gives a feeling of pressure to drivers such as walls, guardrails, center poles, and white lines. Each of these parts is drawn with only a short section, and the images of the short sections are joined together so that they are recognized as being placed along the road. . In addition, since only a short section is drawn in this way, it is possible to display according to various road shapes. Such image data is output from the drawing memory 55 in response to a request from the display controller 54.

  The output port 56 is an interface that outputs an image created by the display controller 54 to the superimposed display unit 60.

  The superimposed display unit 60 displays an image on the head-up display of the vehicle. In the present embodiment, the superimposed display unit 60 displays a three-dimensional stereoscopic image on a head-up display. FIG. 2 is a schematic diagram of the superimposed display unit 60. As shown in FIG. 2, the superimposed display unit 60 includes a right eye display 61, a left eye display 62, a first mirror 63, and a second mirror 64.

  The right-eye and left-eye displays 61 and 62 display images for the right eye and the left eye, for example, a projector is adopted. Each image light output from the right-eye displays 61 and 62 is applied to the first mirror 63. In the present embodiment, separate right-eye and left-eye displays 61 and 62 are used, but a single image display that can display both right-eye and left-eye images may be used. Good.

  The first mirror 63 is a mirror that prevents image distortion, and guides each image light emitted from the right-eye and left-eye displays 61 and 62 to the second mirror 64. The second mirror 64 reflects each image light guided from the first mirror 63 and emits the image light from an opening provided at the upper part of the instrument panel to guide it to the front windshield WS.

  The right-eye and left-eye displays 61 and 62 and the first and second mirrors 63 and 64 are accommodated in an instrument panel. Note that the superimposed display unit 60 corresponds to the display unit of the present invention.

  In such a superimposed display unit 60, first, image light of right-eye and left-eye images is output from the right-eye and left-eye displays 61 and 62, respectively. These images are projected onto the first mirror 63 and guided to the second mirror 64. The second mirror 64 forms an image. Then, each image light reflected by the second mirror 64 is irradiated and reflected on the front windshield WS and enters both eyes of the driver.

  Specifically, each image formed by the second mirror 64 is reflected on the inner surface of the front windshield WS, the right eye image is the driver's right eye, and the left eye image is the driver's left. Get into the eyes. For this reason, it appears to the driver that a virtual image of each image is formed at the imaging position shown in FIG. 2 outside the front windshield WS. Then, the driver visually recognizes the stereoscopic image at the visual recognition position shown in FIG. 2 based on the parallax of each image at the imaging position.

  Therefore, the driver can recognize a stereoscopic image that feels the depth in the viewing area. In this way, by using the parallax between the right-eye image and the left-eye image, the driver can visually recognize the image displayed on the head-up display in a three-dimensional manner.

  The above is the configuration of the vehicle display device according to the present invention.

  Next, the superimposed display process performed by the vehicle display device will be described with reference to the flowchart shown in FIG. This process is executed by the vehicle display device and executed by a program recorded in the CPU 53 of the control unit 50, that is, a superimposed display program. The superimposed display program is started when power is supplied to the control unit 50. In this embodiment, it is assumed that the superimposed display is selected by the command switch 30.

  When the flowchart shown in FIG. 3 starts, it is determined in step 100 whether or not the ignition switch is on. Specifically, when the ignition sensor 27 detects the ON state of the ignition switch and the ON signal is input to the control unit 50, it is determined that the ignition switch is ON, and the process proceeds to step 110. On the other hand, if it is determined that the ignition switch is off, the process returns to step 100 to determine again whether or not the ignition switch is turned on.

  In step 110, vehicle information is acquired. Specifically, each signal of the sensor groups 21 to 26 of the road condition acquisition unit 10 and the vehicle information acquisition unit 20 is input to the control unit 50. Further, map information in the database 40, information on the own vehicle, and setting items set by the driver operating the command switch 30 are input to the control unit 50.

  In step 120, the position and orientation of the vehicle are calculated. The position of the vehicle is calculated based on the side position signal input from the GPS sensor 11 and the map information input from the database 40. Further, the direction of the vehicle is calculated based on the pulse signal input from the vehicle speed sensor 24 and the direction signal input from the direction sensor 25.

  In this step, based on the signals input from step 110 above, the throttle valve input from the throttle sensor 21 to the throttle valve opening, the electric signal input from the brake hydraulic sensor 22 to the brake hydraulic pressure, and the steering sensor 23 The steering angle is calculated from the input steering angle signal, and the solar radiation amount is also calculated from the voltage signal input from the solar radiation sensor 26.

  In step 130, a safe traveling speed and a predicted traveling speed with respect to the road surface are calculated. First, the safe traveling speed and the predicted traveling speed with respect to the road surface will be described. The safe traveling speed with respect to the road surface is a vehicle speed estimated that the vehicle can safely travel from the road shape on the road on which the vehicle is currently traveling. The predicted traveling speed is a vehicle speed estimated to travel on the road ahead based on the state of the currently traveling vehicle (vehicle speed, vehicle direction, etc.) and the road shape on which the vehicle travels ahead.

  In this step, the safe traveling speed with respect to the road surface is calculated based on the map information input from the database 40. That is, the speed at which the vehicle can travel safely is calculated from the shape of the road on which the vehicle is currently traveling.

  The predicted traveling speed is calculated based on the map information input from the database 40 and the vehicle information calculated in step 120. Specifically, whether the driver is trying to increase the speed of the vehicle (throttle valve opening), whether it is trying to decrease the speed (brake hydraulic pressure), whether the steering is turned off (steering angle), etc. From the state of the vehicle, the speed of the vehicle according to the road shape ahead is predicted. At this time, the driving history of the driver stored in the memory 52 is also used. In this way, the predicted traveling speed is calculated based on the current vehicle state, the tendency of the driver's driving operation, and the road shape that the vehicle will travel. The predicted traveling speed is calculated at each point (for example, at an interval of 5 m) on the road on which the vehicle passes in the map information input from the database 40.

  In step 140, it is determined whether or not a deceleration acceleration display is performed. That is, the safe traveling speed for the road surface calculated in step 130 is compared with the predicted traveling speed. If the safe traveling speed with respect to the road surface is faster than the predicted traveling speed, it is determined that the vehicle will continue to operate at a safe traveling speed and it is determined that there is no need to perform the deceleration acceleration display, and the routine proceeds to step 170.

  On the other hand, when the safe traveling speed with respect to the road surface is slower than the predicted traveling speed, that is, on the road on which the vehicle will travel, it is estimated that the vehicle travels at the predicted traveling speed faster than the safe traveling speed. In such a case, it is determined that the speed of the vehicle is excessive and that it is necessary to perform a deceleration promotion display, and the routine proceeds to step 150.

  In step 150, display contents and display positions are determined. Specifically, in the control unit 50, an instruction to perform superimposed display is output from the CPU 53 to the display controller 54. Then, the display controller 54 reads the image data from the drawing memory 55, and creates a deceleration acceleration image based on the setting items set by the command switch 30, that is, the display contents and the display position, and the vehicle width of the own vehicle. .

  Specifically, the deceleration acceleration image is created as follows. First, the display content for determining what kind of deceleration acceleration display is to be used is determined. In the present embodiment, a wall is displayed as the display content. The display contents are based on items selected by the driver using the command switch 30. Further, based on the amount of solar radiation calculated in step 120, a process of changing the display brightness and changing the color, size, etc. so that the deceleration promoting image, which is a virtual image, blends into the foreground is performed. Thereafter, the display position of the created deceleration acceleration image is adjusted according to the vehicle width of the host vehicle. That is, the display position is adjusted so as to give the driver a feeling of pressure as the traveling speed of the vehicle increases.

  In step 160, the deceleration acceleration image created in step 150 is displayed. First, the data of the acceleration promoting image created in step 150 is output to the superimposed display unit 60 via the output port 56. Then, as described above, image light is emitted from the right-eye and left-eye displays 61 and 62 of the superimposed display unit 60, respectively. The image light thus emitted enters the eyes of the driver through the first and second mirrors 63 and 64 and the front windshield WS, respectively. This deceleration acceleration image is displayed from a point where the predicted traveling speed exceeds the safe traveling speed.

  FIG. 4 is a diagram showing an example of a deceleration acceleration image displayed on the front windshield WS. As shown in FIG. 4, an image that prompts the vehicle to decelerate, that is, a wall (pressure wall) PW is displayed at the left end of the road. Even if a wall actually exists at the left end of the road, the wall PW is displayed on the inner side of the wall, that is, on the road side. Further, as shown in FIG. 4, the wall PW is displayed on the left side with respect to the vehicle traveling direction when the vehicle is turning on the right curve. As a result, the driver feels the pressure of the wall PW while turning the curve and naturally reduces the speed of the vehicle. Similarly, when the vehicle turns a left curve, the wall PW is displayed on the right side with respect to the vehicle traveling direction.

  The wall PW is displayed at the end of the road, and the end of the road is a road on the outermost line of the vehicle lane and on the inside and outside of the road. Then, it points near the boundary of the road.

  In step 170, it is determined whether or not the ignition switch is off. Specifically, the ignition sensor 27 detects an off state of the ignition switch, and an off signal corresponding to the off state is input to the control unit 50. Thereby, it is determined that the ignition switch is turned off, and this flowchart is ended. On the other hand, if it is determined that the ignition switch is on, the process returns to step 110, and road conditions and vehicle information are acquired again.

  As described above, in the present embodiment, when the host vehicle is overspeeding, the road on which the host vehicle is traveling and the state of the host vehicle (for example, throttle opening, brake hydraulic pressure, steering steering angle) Based on the above, a deceleration promoting image for urging the host vehicle to decelerate is displayed on the road in a head-up display. As a result, the driver can be alerted to the deceleration accelerating image and can be driven carefully. Therefore, it can decelerate naturally.

  Further, since the deceleration promotion image is displayed integrally with the road ahead of the vehicle, the driver can naturally accept the deceleration promotion image with the same feeling as when viewing the actual foreground. In other words, it is possible to prevent the driver from noticing that the deceleration promoting image is displayed. Such a display can be performed on any road shape.

  In the present embodiment, the safe traveling speed and the predicted traveling speed are calculated and compared. Then, when the predicted travel speed is faster than the safe travel speed, it is determined that the host vehicle is overspeeding. Thereby, it can be determined whether the deceleration acceleration image displayed on a head-up display is created. Therefore, when the vehicle is at a dangerous speed, a deceleration acceleration image can be superimposed and displayed on the road ahead of the vehicle.

  The head-up display displays a deceleration acceleration image as a stereoscopic image. As a result, the driver can feel the depth of the deceleration promotion image, and the deceleration acceleration image can be displayed by being melted into the road ahead of the vehicle. Therefore, a deceleration acceleration image corresponding to the road shape can be displayed.

  As such a stereoscopic image, a wall PW shown in FIG. 4 can be adopted. By using such a deceleration promoting image, it is possible to give a feeling of pressure to the driver. Therefore, the driver can be encouraged to drive carefully and can be decelerated naturally.

  In the present embodiment, a deceleration acceleration image is displayed from a point where the predicted traveling speed exceeds the safe traveling speed. As a result, since the deceleration acceleration image can be displayed in the foreground in advance, it is possible to prevent the driver from being surprised by the display of the deceleration acceleration image.

(Other embodiments)
In the said 1st Embodiment, although the wall PW was displayed according to the road shape, the content (image which accelerates | stimulates deceleration) to display is not restricted to this wall PW. A display example is shown below.

  FIG. 5 is a diagram showing an example in which a center pole is superimposed and displayed on the center line. As shown in FIG. 5, a plurality of center poles CP are superimposed on the center line. As a result, the driver is alerted to the center pole CP that appears in front of the vehicle, and is naturally decelerated.

  FIG. 6 is a diagram showing an example in which guardrails are superimposed and displayed on the end of the road. As shown in this figure, when the guardrail GR is displayed at the end of the road while the vehicle is running, the driver feels pressure from the end of the road and takes care not to give too much speed. Thereby, the vehicle decelerates naturally.

  FIG. 7 is a diagram showing an example in which a white line is superimposed and displayed next to the center line. As shown in FIG. 7, a white line WL is superimposed and displayed next to the center line, and the center line is a double white line to prompt the driver to decelerate. As shown in FIG. 7, when there is a center line on the road, the white line WL can be displayed inside the center line. On the other hand, when there is no center line, a white line WL may be newly displayed at the center of the road as a virtual image. In the case of a road with a vehicle lane, a white line WL may be displayed on the inner side of the vehicle lane outer line on the left side when viewed from the own vehicle. On the other hand, when there is no vehicle lane, a white line WL can be displayed inside the road boundary. Such a display of the white line WL according to the road condition can give the driver a feeling of pressure.

  FIG. 8 is a diagram showing an example in which shores are superimposed and displayed at both ends of the road. As shown in FIG. 8, the shore SH is superimposed on both ends of the road so that the vehicle travels between the shore SH and the shore SH, thereby giving the driver a feeling of pressure and accelerating deceleration.

  As described above, various images can be superimposed and displayed to prompt the driver to decelerate. Each of the images shown in FIGS. 4 to 8 is not limited to displaying only the image, and for example, the center pole CP in FIG. 5 and the guardrail GR in FIG. 6 can be displayed at the same time. In addition, the display is not limited to only one side of the road, and can be displayed on both sides of the road. Such a display method can be freely set by the driver operating the command switch 30. In addition, in order to increase the feeling of pressure in response to excessive speed, the display position of the deceleration promoting image may be controlled to be closer to the own vehicle.

  The deceleration promoting image may be other than that shown in FIGS. That is, any image that gives a feeling of pressure to the driver may be used. For example, a tunnel or an object (obstacle) may be used. On the other hand, instead of a stationary object, for example, a moving image may be displayed as if the simulated vehicle is traveling in front of the host vehicle.

  In the first embodiment, the shape of the road on which the vehicle is currently traveling is obtained based on the map information of the GPS antenna 11 and the database 40. However, the road shape may be acquired by a front monitoring camera that captures a scene in front of the vehicle. As such a front monitoring camera, for example, a CCD can be adopted.

  That is, the road condition acquisition unit 10 includes a front monitoring camera. An image captured by the front monitoring camera is output to the control unit 50. Then, the CPU 53 of the control unit 50 acquires the road shape from the image. The road shape acquired in this way is used in the same manner as in the first embodiment. Further, the vehicle speed can be calculated by a so-called optical flow that calculates a motion vector existing in an image from images having a time difference.

  In addition to the front monitoring camera, the road condition acquisition unit 10 may be provided with a communication antenna as means for acquiring the road shape. The communication antenna is installed at a predetermined location of the vehicle and receives a signal transmitted from a transmitter disposed at a predetermined interval at the end of the road. The transmitter transmits the road shape of the road and the position information of the transmitter every predetermined time. That is, when the signal from the transmitter is received by the receiving antenna, the control unit 50 acquires the road shape based on the signal. In this way, the road shape may be acquired.

  In the first embodiment, the display position of the deceleration promoting image is adjusted by the command switch 30, but the position adjusting method of the deceleration promoting image is not limited to this. For example, an eyeball position detection unit may be installed on the instrument panel to detect the driver's eyeball position, and the display position of the deceleration promoting image may be adjusted based on the driver's eyeball position.

  Such an eyeball position detection unit includes an infrared light projecting light and an eyeball camera. The infrared projection light and the eyeball camera are installed in the vicinity of the instruments on the instrument panel and are directed toward the driver's head.

  The infrared floodlight always irradiates the driver's face with infrared light. Infrared light is used because the human eye reflects infrared light well. In addition, the eyeball camera captures an eyeball that reflects the infrared light of the infrared projection light and outputs the image to the control unit 50.

  The controller 50 detects the driver's eyeball position based on the image input from the eyeball camera. The driver's eyeball position obtained in this way is used for adjusting the display position of the deceleration promoting image. Thus, by detecting the eyeball position of the driver, the driver does not need to operate the command switch 30 to adjust the image display position.

  In the first embodiment, the command switch 30 is installed on the steering wheel. However, the command switch 30 may be located at any position in the passenger compartment as long as the command switch 30 is disposed within the reach of the driver. Therefore, the command switch 30 may be disposed on the instrument panel, for example. Further, instead of the command switch 30, the setting of superimposed display may be performed by voice input. In this case, for example, a microphone is installed on the instrument panel, and setting items are input from the microphone by voice. Then, the voice may be analyzed by, for example, a voice analysis ECU, and the analysis result (setting item) may be output to the control unit 50.

  In the first embodiment, a DVD-ROM or the like is used for the database 40, but a memory card or the like that can rewrite and carry data may be used.

  In the first embodiment, the superimposed display unit 60 displays a stereoscopic image on the front windshield WS, but the image display method is not limited to this. That is, a two-dimensional image may be displayed on the head-up display.

  In the first embodiment, when the predicted traveling speed exceeds the safe traveling speed, the deceleration acceleration image is displayed, but the timing for displaying the deceleration acceleration image is not limited to this. For example, a deceleration acceleration image may be displayed when the speed of the host vehicle exceeds the safe traveling speed.

  The flowchart shown in FIG. 3 in the first embodiment shows an example of the embodiment, and the present invention is not limited to this.

  The steps shown in each figure correspond to means for executing various processes.

It is a block block diagram of the display apparatus for vehicles which concerns on 1st Embodiment of this invention. It is the schematic of the superimposition display part shown in FIG. It is a flowchart showing the content of the superimposed display program which the control part shown in FIG. 1 performs. It is the figure which showed an example of the deceleration acceleration | stimulation image displayed on a front windshield. It is the figure which showed the example on which the center pole was superimposed and displayed on the center line. It is the figure which showed the example on which the guardrail was superimposed and displayed on the edge of the road. It is the figure which showed the example on which the white line was superimposed and displayed adjacent to the center line. It is the figure which showed the example on which the bank was superimposed and displayed on the both ends of the road.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Road condition acquisition part, 11 ... GPS antenna, 20 ... Vehicle information acquisition part,
21 ... Throttle sensor, 22 ... Brake hydraulic pressure sensor, 23 ... Steering sensor,
24 ... Vehicle speed sensor, 25 ... Direction sensor, 26 ... Solar radiation sensor,
27 ... Ignition sensor, 30 ... Command switch, 40 ... Database,
50: control unit, 51 ... input port, 52 ... memory, 53 ... CPU,
54 ... Display controller, 55 ... Drawing memory, 56 ... Output port,
60 ... Superimposition display unit, 61 ... Display for right eye, 62 ... Display for left eye, 63 ... First mirror,
64 ... second mirror, WS ... front windshield.

Claims (5)

A road condition acquisition unit (10, 40) that incorporates map information and outputs the road shape of the road on which the vehicle is traveling from the map information;
A vehicle information acquisition unit (20) that outputs a signal according to the state of the traveling vehicle;
A control unit (50) that determines whether the speed of the host vehicle is excessively high based on the road shape and a signal corresponding to the state of the host vehicle, and creates a deceleration acceleration image displayed along the road shape. When,
A display unit (60) for inputting image data of the deceleration promoting image and displaying the deceleration promoting image in a superimposed manner along a road ahead of the host vehicle on a head-up display of a front windshield (WS). I have a,
The control unit calculates a travel speed at which the host vehicle can travel safely based on the map information as a safe travel speed, and the host vehicle travels based on the map information and the state of the host vehicle. A travel speed on a waxy road is calculated as a predicted travel speed, and when the predicted travel speed is faster than the safe travel speed, it is determined that the host vehicle is overspeeding, and the deceleration promotion image is created. And
The display unit includes a right-eye display (61) and a left-eye display (62) that perform image display, and displays the deceleration acceleration image output from the control unit as the right-eye display and A vehicle display device characterized in that a stereoscopic image is output from the left eye display and displayed on the head-up display . 2. The vehicle according to claim 1, wherein the deceleration promoting image includes at least one of a wall (PW, SH), a center pole (CP), a guardrail (GR), and a white line (WL). Display device. The vehicle display device according to claim 2 , wherein the white line is displayed inside the road. A road condition acquisition unit (10, 40) that incorporates map information and outputs the road shape of the road on which the vehicle is traveling from the map information;
A vehicle information acquisition unit (20) that outputs a signal according to the state of the traveling vehicle;
A control unit (50) that determines whether the speed of the host vehicle is excessively high based on the road shape and a signal corresponding to the state of the host vehicle, and creates a deceleration acceleration image displayed along the road shape. When,
A display unit (60) for inputting image data of the deceleration promoting image and displaying the deceleration promoting image in a superimposed manner along a road ahead of the host vehicle on a head-up display of a front windshield (WS). I have a,
The deceleration promoting image includes at least one of a wall (PW, SH), a center pole (CP), a guardrail (GR), and a white line (WL),
The display device for vehicles , wherein the white line is displayed inside the road . A display method for a display device for a vehicle that displays on a head-up display provided on a front windshield (WS) an image for prompting deceleration according to excessive speed of the host vehicle, wherein the host vehicle is traveling Acquiring the road shape and the state of the own vehicle by means (110, 120) for obtaining the road shape of the road and the state of the own vehicle;
Based on the road shape of the road on which the host vehicle is traveling, the travel speed at which the host vehicle can travel safely is calculated as a safe travel speed, and based on the road shape and the state of the host vehicle, the host vehicle Obtaining the safe travel speed and the predicted travel speed by means (130) for calculating the travel speed on the road that will travel as the predicted travel speed;
When the predicted traveling speed is faster than the safe traveling speed, a deceleration promotion image displayed along the road shape is created, and the deceleration promotion is performed along the road ahead of the host vehicle in the head-up display. possess and displaying the speed reduction promotion image by means (140-160) for superimposing displaying an image, a
By means of the superimposed display, the deceleration promoting image is displayed from a point where the predicted traveling speed exceeds the safe traveling speed, the deceleration promoting image is displayed on the head-up display as a stereoscopic image, and the deceleration promoting image is displayed. A display method for a vehicle display device , wherein at least one of a wall (PW, SH), a center pole (CP), a guardrail (GR), and a white line (WL) is created .

Images