WO2018043513A1 - Image display device for vehicle - Google Patents

Abstract

The present invention provides an image display device for a vehicle that automatically adjusts a mirror according to the height of a driver's eyes. A control unit 10 for an image display device 100 for a vehicle automatically adjusts angle and position of a mirror 3 by controlling a mirror drive unit 4 according to the height of the eyes 8 of the driver detected by a detection unit (camera 115) and stores the results of the adjustment in a storage unit (memory 13) as setting information for the driver. Thereafter, when the mirror 3 is automatically adjusted again for a driver that is the same as this driver, the control unit automatically adjusts the mirror using the setting information that has been stored in the storage unit for this driver.

Description

Video display device for vehicle

The present invention relates to a vehicle video display device that is suitable for being mounted on a vehicle or the like and displaying various video information.

In recent years, a vehicle image display device (so-called head-up display (hereinafter referred to as HUD)) that displays various types of information on a windshield of a vehicle has been put into practical use as one of the technologies for displaying images superimposed on a real space. For example, by providing information for a driver as video information to be displayed, driving operation of the vehicle can be supported.

The basic configuration of the HUD is to project an optically generated image onto a windshield (windshield) or combiner, the reflected image light enters the driver's eyes, and the driver visually recognizes the virtual image in front of the windshield. To do. At that time, the appearance of the image (virtual image) differs depending on the position (eye point) of the driver's eyes. In other words, if the position of the driver's eyes does not exist within the range (eye box) where the image can be viewed, the driver cannot normally view the image.

Therefore, in order to adjust the display position according to the position of the driver's eyes (that is, to adjust the eye box), the HUD has a mirror that changes the angle of the mirror (concave mirror) that reflects the image light toward the windshield. An adjustment mechanism is provided (see, for example, Patent Document 1).

JP 2003-107391 A

In the conventional HUD including Patent Document 1, the driver can move to a position where the image can be easily seen by operating the mirror adjustment mechanism. However, because of manual adjustment by the driver himself, it takes time for adjustment and is complicated for the driver. It becomes work.

In addition, if the driver of the vehicle is the same, repeated adjustment is not necessary once it is adjusted. However, when a single car is shared by a plurality of drivers, generally, each driver has a high eye-open. Because of the differences, adjustments are required each time the driver changes.

Therefore, an object of the present invention is to provide a vehicle image display device that automatically adjusts a mirror according to the eye level of a driver.

In order to solve the above problems, the present invention provides a vehicle video display device that is mounted on a vehicle, projects video light onto a windshield, and displays video to the driver. A mirror that reflects the image light emitted from the image display unit toward the windshield, a mirror driving unit that changes an angle or a position of the mirror, and an angle of the mirror that controls the mirror driving unit. Alternatively, a control unit that adjusts the position, a detection unit that detects the height of the eyes of the driver, and a storage unit that stores the adjustment amount of the mirror. The control unit automatically adjusts the mirror by controlling the mirror driving unit according to the eye height of the driver detected by the detection unit, and the adjusted result is set as the driver setting information. Stored in the storage unit, the control unit uses the driver setting information stored in the storage unit when the mirror is automatically adjusted again for the same driver as the driver. Thus, the mirror is automatically adjusted.

According to the present invention, it is possible to provide a video display device for a vehicle that adjusts a mirror in a short time without bothering the driver's hand even if the driver changes and the eye height changes.

The schematic diagram explaining the outline | summary of the head-up display mounted in the vehicle. The block diagram which shows the internal structure of a head-up display. The figure which shows the example of the hardware constitutions which concern on acquisition of vehicle information. The schematic diagram which shows the image display state by a head-up display. The flowchart which shows the basic operation | movement of a head up display. 6 is a flowchart showing details of the processing in FIG. 5. The figure explaining the eyebox adjustment system 1. FIG. The figure explaining the eyebox adjustment system 2. FIG. The figure explaining the eyebox adjustment system 3. FIG. The figure which shows the example of the adjustment mechanism of a mirror drive part. FIG. 1 is a block diagram illustrating an internal configuration of a head-up display (Example 1). The figure which shows the example of installation of an eyebox adjustment switch. The figure which shows the adjustment operation by a manual adjustment switch. The flowchart which shows the basic operation | movement of an eyebox automatic adjustment process. The flowchart which shows the memory | storage process of setting information. The flowchart which shows the automatic adjustment process (A) using the stored setting information. The flowchart which shows the automatic adjustment process (B) using the stored setting information. The figure which shows the example of a display screen of a head-up display (Example 2). The figure which shows the adjustment method of the adjustment screen by a manual adjustment switch. The figure which shows the example of the selection screen of the automatic adjustment in driving | running | working (Example 3). The flowchart which determines the timing which performs automatic adjustment. The flowchart which shows the automatic adjustment process (C) by switch pressing in driving | running | working. The figure which shows the example of the notification method of manual adjustment. The flowchart which shows the automatic adjustment process (D) during driving | running | working. The figure which shows the example of classification of a driver | operator, and a target adjustment amount (Example 4). The figure which shows the example of the setting history of the setting information for every driver | operator. FIG. 6 is a diagram for explaining eyebox automatic adjustment in conjunction with sheet position adjustment. The figure which shows the example of installation of a some in-vehicle camera. The figure which shows the method of starting automatic adjustment with a driver | operator's voice and gesture.

First, the basic configuration of the vehicle video display device will be described.
FIG. 1 is a schematic diagram for explaining the outline of a head up display (hereinafter referred to as HUD) mounted on a vehicle. The HUD 100 mounted on the vehicle 1 projects the image light generated by the image display device 2 onto the windshield (hereinafter referred to as a windshield 7) of the vehicle 1 through the mirror 3. The image light reflected by the windshield 7 enters the eyes of the driver, and the driver visually recognizes the image from the HUD. The video to be displayed includes information related to driving and supports driving operation. The HUD 100 includes a vehicle information acquisition unit 5 that acquires various vehicle information 50, a control unit 10 that generates video information to be displayed based on the vehicle information acquisition unit 5, a mirror drive unit 4 that drives the mirror 3, and a driver. A speaker 6 for outputting audio information is included. In addition to speed information and gear information indicating the driving state of the vehicle, the vehicle information 50 includes an operation signal by the driver such as a HUD display On / Off signal and a HUD mirror adjustment signal related to the adjustment of the mirror 3 of the HUD. .

FIG. 2 is a block diagram showing the internal configuration of the HUD 100. As shown in FIG. Various vehicle information 50 is input to the vehicle information acquisition unit 5 and sent to the control unit 10. An electronic control unit (ECU, Electronic Control Unit) 11 in the control unit 10 generates a video signal displayed by the HUD based on the input vehicle information. Moreover, based on vehicle information, the control signal with respect to the mirror 3 and the audio | voice signal of the speaker 6 are produced | generated. The video display device 2 includes a light source 21 such as an LED or a laser, an illumination optical system 22, and a display element 23 such as a liquid crystal element, and emits video light generated by the display element 23 toward the mirror 3.

In the control unit 10, an audio output unit 12 that outputs an audio signal to the speaker 6, a non-volatile memory 13 that stores a program executed by the ECU 11, a memory 14 that stores video information and control information, and a light source of the video display device 2 21, a light source adjustment unit 15 that controls 21, a distortion correction unit 16 that corrects distortion of a video signal to be displayed, a display element driving unit 17 that drives the display element 23 based on the corrected video signal, and a mirror driving unit 4. It includes a mirror adjustment unit 18 that outputs a signal, a center of gravity calculation unit 19 that calculates the position of the center of gravity of the driver, and the like.

FIG. 3 is a diagram illustrating an example of a hardware configuration related to the acquisition of the vehicle information 50 in the HUD. Here, a part of the hardware configuration of the vehicle information acquisition unit 5 and the control unit 10 will be mainly shown. Acquisition of the vehicle information 50 is performed by information acquisition devices, such as various sensors connected to ECU11 under control of ECU11, for example.

As these information acquisition devices, for example, a vehicle speed sensor 101, a shift position sensor 102, a steering wheel steering angle sensor 103, a headlight sensor 104, an illuminance sensor 105, a chromaticity sensor 106, a distance measuring sensor 107, an infrared sensor 108, an engine start sensor 109, acceleration sensor 110, gyro sensor 111, temperature sensor 112, road-to-vehicle communication wireless receiver 113, vehicle-to-vehicle communication wireless receiver 114, camera (inside the vehicle) 115, camera (outside the vehicle) 116, GPS receiver 117, and VICS (Vehicle Information and Communication System): a device such as a receiver 118, load sensor 119, position sensor 120, HUD display On / Off sensor 121, HUD mirror adjustment sensor 122, etc. Have In the description of this embodiment, a gyro sensor is used as an example of the attitude sensor, but other attitude sensors may be used. It is not always necessary to include all these devices, and other types of devices may be included. The vehicle information 50 that can be acquired by the equipped device can be used as appropriate.

The vehicle speed sensor 101 acquires speed information of the vehicle 1. The shift position sensor 102 acquires current gear information of the vehicle 1. The steering wheel angle sensor 103 acquires steering wheel angle information. The headlight sensor 104 acquires lamp lighting information related to On / Off of the headlight. The illuminance sensor 105 and the chromaticity sensor 106 acquire external light information. The distance measuring sensor 107 acquires distance information between the vehicle 1 and an external object. The infrared sensor 108 acquires infrared information related to the presence / absence and distance of an object at a short distance of the vehicle 1. The engine start sensor 109 detects engine On / Off information.

The acceleration sensor 110 and the gyro sensor 111 acquire acceleration gyro information including acceleration and angular velocity as information on the posture and behavior of the vehicle 1. The temperature sensor 112 acquires temperature information inside and outside the vehicle. The road-to-vehicle communication wireless receiver 113 and the vehicle-to-vehicle communication wireless receiver 114 are respectively road-to-vehicle communication information received by road-to-vehicle communication between the vehicle 1 and roads, signs, signals, etc. The vehicle-to-vehicle communication information received by the vehicle-to-vehicle communication with another vehicle is acquired.

The camera (inside the vehicle) 115 and the camera (outside the vehicle) 116 respectively capture the moving image of the situation inside and outside the vehicle and acquire camera video information (inside / outside the vehicle). The camera (inside the vehicle) 115 captures, for example, the driver's posture, eye position, movement, and the like. By analyzing the obtained moving image, it is possible to acquire information such as the driver's fatigue status and eye height, for example. In addition, the camera (outside the vehicle) 116 captures surrounding conditions such as the front and rear of the vehicle 1. By analyzing the obtained video, for example, it is possible to grasp the presence or absence of moving objects such as other vehicles and people around the building, topography, road surface conditions (rain, snow, freezing, unevenness, etc.) It is.

The GPS receiver 117 and the VICS receiver 118 obtain GPS information obtained by receiving the GPS signal and VICS information obtained by receiving the VICS signal, respectively. It may be implemented as a part of a car navigation system that acquires and uses these pieces of information.

The load sensor 119 and the position sensor 120 detect the position / posture of the driver. The HUD display On / Off sensor 121 detects whether the HUD power supply is On or Off. The HUD mirror adjustment sensor 122 detects an adjustment signal of the HUD mirror and acquires information on whether or not to perform mirror adjustment processing.

Although various sensors are assumed to exist outside the HUD, HUD-related sensors (121, 122, etc.) may be provided inside the HUD.

FIG. 4 is a schematic diagram showing a video display state by HUD. Display image light is emitted from the image display device 2 installed at the lower part of the dashboard of the vehicle 1. The image light is reflected by the first mirror 3 b and the second mirror 3 a (for example, a concave mirror, a free-form surface mirror, a mirror having an optical axis asymmetric shape, etc.) and projected toward the windshield 7. The first mirror 3 b is fixed, and the second mirror 3 a can be rotated by the mirror driving unit 4. In the following description, the rotatable second mirror 3a is simply referred to as “mirror 3”.

The image light converged and projected from the mirror 3 is reflected by the windshield 7, enters the driver's eyes 8, and forms an image on the retina so that the image can be visually recognized. At that time, the driver sees the virtual image 9 present in front of the windshield 7. The reflection position of the image light on the windshield 7 is indicated by reference numeral 70. That is, the driver sees the virtual image 9 in the forward direction of the reflection position 70. Here, the member to be projected is not limited to the windshield 7 and may be another member such as a combiner as long as the image is projected.

FIG. 5 is a flowchart showing the basic operation of the HUD. (A) shows an initial operation, and (b) shows a normal operation including various adjustments. The following processing is controlled by the electronic control unit (ECU) 11 of the control unit 10, and the processing content will be described along the flow.

In the initial operation (S100) of (a), when the signal of the power source (ignition) On is received by the engine start sensor 109 (S101), the vehicle information acquisition unit 5 acquires the vehicle information 50 (S102). First, an appropriate brightness level is calculated from external light information from the illuminance sensor 105 (S103), and the brightness level of the light source 21 is set by controlling the light source adjustment unit 15 (S104). Further, information selected by the driver (for example, current vehicle speed information) is extracted from the acquired vehicle information 50, and an image to be displayed is determined (S105). The distortion correction unit 16 corrects the image distortion generated in the projection optical system (for example, the curved shape of the windshield 7) on the display image (S106). The display element drive unit 17 supplies a drive signal to the display element 23 (S107). It is determined whether or not an On signal has been received by the HUD display On / Off sensor 121 (S108) and waits until an On signal is received (S109). When the On signal is received, the light source 21 of the video display device 2 is turned on, and video projection display, that is, normal operation of HUD is started (S110).

(B) In normal operation (S110), the vehicle information 50 is continuously acquired via the vehicle information acquisition unit 5 (S111). It is determined whether or not a mirror adjustment signal is received from the HUD mirror adjustment sensor 122 (S112), and if received, mirror adjustment processing is performed (S113). In the mirror adjustment processing, the mirror drive unit 4 adjusts the angle of the mirror 3 and the like, which will be described later. Thereafter, a brightness level adjustment process (S114) of the display image and a change process (S115) of the display image are performed, and the display is updated by controlling the display element (S116). The details will be described later. It is determined whether or not an Off signal has been received by the HUD display On / Off sensor 121 (S117), and the processing from S111 is repeated until the Off signal is received. When the Off signal is received, the light source 21 of the video display device 2 is turned off and the video projection display is terminated (S118).

FIGS. 6A and 6B are flowcharts showing details of the process of FIG. 5, (a) is a mirror adjustment process (S113), (b) is a brightness level adjustment process (S114), and (c) is a display video change process (S115). ).

(A) Mirror adjustment processing (S200) indicates manual adjustment by the driver. When the mirror adjustment signal is received from the HUD mirror adjustment sensor 122 by the driver's operation, the mirror adjustment unit 18 determines the adjustment amount, and the mirror drive unit 4 rotates the mirror 3 in the forward direction (or the reverse direction) (S201). . It is determined whether or not the mirror adjustment signal is lost (S202), and the rotation is continued during the period of receiving the signal (S203). When the driver stops the operation and the signal disappears, the rotation operation of the mirror 3 is stopped (S204), and the adjustment process is terminated (S205). The rotation direction (forward / reverse) of the mirror 3 in S201 can be selected by the driver. Alternatively, the rotation direction (forward / reverse) may be automatically switched when the rotation end is reached. Thus, the driver can adjust the mirror 3 to an optimum angle while viewing the display image of the HUD. In the present invention, the angle of the mirror 3 can be automatically adjusted according to the height of the driver's eyes, and the automatic adjustment will be described later.

In the brightness level adjustment process (S210) of (b), an appropriate brightness level is calculated from the current external light information by the illuminance sensor 105 (S211). It is determined whether or not the brightness level needs to be changed (S212). If the change is necessary, the light source adjustment unit 15 is controlled to change and set the brightness level of the light source 21 (S213). This completes the adjustment of the brightness level (S214), and the video is displayed at the changed brightness level thereafter.

(C) In the display video changing process (S220), the content of the display video is changed based on the latest vehicle information 50 (S221). For example, the display speed is changed based on the current speed information from the vehicle speed sensor, or the guidance arrow display is changed based on the navigation information from the GPS receiver or the VICS receiver. Of course, the item to be displayed can be selected by the driver, and when the item is changed, the content is switched to the content corresponding to the new item. In this way, the display image based on the latest information is determined and supplied to the display element 23 (S222), and the change process is terminated (S223).

Next, a mechanism for adjusting the rotation and position of the mirror according to the position of the driver's eyes (hereinafter also referred to as eyebox adjustment) will be described.

FIG. 7 is a diagram for explaining eyebox adjustment method 1 using only a mirror rotation mechanism. The video light emitted from the video display device 2 is reflected by the mirror 3, is reflected by the reflection position 70 of the windshield and enters the driver's eyes 8, and the driver visually recognizes it as a virtual image 9. If the position of the eye 8 (hereinafter referred to as eye point) changes as A, B, C depending on the height of the driver, the image light emitted from the image display device 2 cannot enter each eye point, or Even if it can be incident, a part of the image may be lost. In other words, if the position of the driver's eye 8 does not exist within an area where the entire virtual image 9 can be visually recognized (hereinafter referred to as an eyebox), a part of the video is lost. In order to cope with this, the adjustment method 1 uses a mechanism in which the mirror 3 is rotated by the mirror driving unit 4. According to this, the position of the eye box can be adjusted to the position of the driver's eye 8 by adjusting the rotation position of the mirror 3 as A, B, C corresponding to the driver's eye point. The driver can visually recognize the virtual image 9 correctly.

However, since this adjustment method 1 uses only the mirror rotation mechanism, the following phenomenon is accompanied when the driver visually recognizes the display image.
(1) Since the reflection position 70 of the windshield moves like A, B, and C, the position where the driver's line of sight intersects the windshield moves.
(2) The line-of-sight angle (the depression angle) at which the driver looks down on the virtual image 9 changes.

These phenomena give the driver a sense of incongruity, but can be solved by combining a mirror moving mechanism that moves the position of the rotation axis of the mirror in the vertical direction and the front-rear direction. Hereinafter, specific adjustment methods 2 and 3 will be described.

FIG. 8 is a diagram for explaining an eyebox adjustment method 2 in which a mirror moving mechanism is combined. In the adjustment method 2, the phenomenon (1) can be coped with and the reflection position 70 of the windshield can be fixed.

Mirror drive unit 4 can move not only the rotation of mirror 3 but also the rotation axis of the mirror in the vertical direction and the front-rear direction. When the driver's eye point 8 changes as A, B, C, the reflection of the windshield is set by combining the rotation and movement of the mirror 3 as shown in FIG. The position 70 can be fixed to one position without moving.

FIG. 9 is a diagram for explaining the eyebox adjustment method 3 using only the mirror moving mechanism. In the adjustment method 3, the phenomenon (2) can be dealt with and the driver's depression angle θ1 can be fixed.

When the driver's eye point 8 changes as A, B, and C, the mirror drive unit 4 moves the mirror 3 to the positions A, B, and C while keeping the rotation angle of the mirror 3 constant as shown in FIG. Thus, the driver's depression angle θ1 can be fixed at a constant angle.

FIG. 10 is a diagram illustrating an example of an adjustment mechanism of the mirror driving unit 4. (A) is the case of the adjustment method 1, and (b) is the case of the adjustment methods 2 and 3.

(A) The adjusting mechanism is configured such that the mirror driving unit 4 rotates the mirror 3 by a single rotation motor 40 attached to the fixed arm 49. On the other hand, in the adjustment mechanism (b), the mirror driving unit 4 is configured to rotate and move the mirror 3 using the three rotary motors 41, 42, 43 and the two movable arms 44, 45. Yes.

Thus, according to the adjustment methods 2 and 3 as compared with the adjustment method 1, there is no sense of incongruity and a more suitable adjustment is possible. Each adjustment method is selected by first trying adjustment method 1 with only mirror rotation and examining the adjustment result. If the image still does not look correct even when the mirror is rotated to the limit and it is uncomfortable, it is better to try the adjustment method 2 or the adjustment method 3 employing mirror movement. The driver may select an appropriate method according to the driving situation and the visibility situation.

Next, the automatic adjustment of the eyebox will be described in detail using an embodiment. First, an outline of the operation of the driver who gets on the vehicle and the flow of automatic adjustment processing will be described.
(1) The driver sits on the seat and starts the car engine.
(3) The HUD is activated and executes the process at the time of activation.
(4) Check that the engine is started and the driver's seat is loaded.
(5) Prompt to adjust the position and height of the seat and correct the posture with voice.
(6) Prompt to press the eyebox automatic adjustment switch with voice.
(7) The driver presses the eyebox automatic adjustment switch.
(8) Switch the HUD display to the eyebox adjustment mode.
(9) The driver is determined from the camera image.
(10) The stored setting information (adjustment amount) of the determined driver is read.
(11) The eyebox position is automatically adjusted based on the read setting information.
(12) If there is no setting information for the driver, the eye height of the driver is obtained from the camera image.
(13) The eyebox position is automatically adjusted based on the eye height.
(14) Prompt to make manual adjustments as needed with voice.
(15) The driver adjusts the manual adjustment switch as necessary.
(16) After automatic adjustment and manual adjustment, the setting information is stored in association with the driver information (no update is required if the setting information is the same as the stored setting information).
(17) When the preparation for traveling is started (for example, the shift is changed from parking to driving), the HUD display is switched to the normal mode.

Example 1 describes a method of detecting the height of a driver's eyes and automatically adjusting the eyebox position to an optimum state by rotating a mirror in accordance with the detected eye height. In order to detect the height of the driver's eyes, in this embodiment, the driver's face is photographed by an in-vehicle camera to obtain the eye height. As a result, when the driver changes to another driver, or when the driving posture of the same driver changes, the most visible video display follows the eye level of the driver at that time. Can do. Further, the adjusted data (setting information) is stored for each driver, and the stored data is used when driving next time. That is, the adjustment result is learned, and the learning result is used as a reference for the next setting, thereby eliminating the repeated eye height detection for the same driver and enabling quick mirror adjustment.

FIG. 11 is a block diagram showing the internal configuration of the head-up display 100a. Compared to the configuration 100 of FIG. 2, a manual adjustment switch 51 and an automatic adjustment switch 52 are added so that the driver can select manual adjustment / automatic adjustment. The switch detection unit 53 detects the selected switch, and the electronic control unit 11 causes each control unit and drive unit to perform adjustment processing according to manual adjustment / automatic adjustment.

In FIG. 11, a function for moving the entire HUD 100a to the left and right is added. Also, the case where the image display device 2 is installed on the roof of the vehicle for projection and the case where the light control mirror 30 capable of switching between reflection / non-reflection is used as the mirror 3 are described. Therefore, the following functions have been added.

The HUD position adjusting unit 24 determines the moving position of the HUD 100a and sends a control signal to the HUD driving unit 25. The HUD drive unit 25 includes a rail guide and a drive motor, and moves the HUD 100a to the left and right. The projection angle adjustment unit 26 determines the projection direction (projection angle) when the video display device 2 is installed on the roof of the vehicle, and the projection angle drive unit 27 changes the direction of the projection unit of the video display device 2. When the dimming mirror 30 is used, the dimming mirror control unit 28 generates a reflection / non-reflection switching signal for the dimming mirror 30, and the dimming mirror voltage supply unit 29 applies a predetermined voltage to the dimming mirror 30. Is applied to switch between the mirror surface state (ON state) and the transparent state (OFF state).

In the following, the eye box adjustment operation by the mirror adjustment unit 18 and the mirror drive unit 4 will be mainly described. However, the HUD position adjustment unit 24 and the HUD drive unit 25, the projection angle adjustment unit 26 and the projection angle drive unit 27, and the dimming mirror The same applies to eyebox adjustment using the control unit 28 and the dimming mirror voltage supply unit 29.

FIG. 12 is a diagram showing an installation example of the eyebox adjustment switch. The manual adjustment switch 51 and the automatic adjustment switch 52 that are operated by the driver are installed at positions that can be pushed while maintaining the posture during driving (the posture when viewing the virtual image 9 displayed by the HUD). Here, three types are shown: when the switches 51 and 52 are incorporated in the handle, when installed on the dashboard, and when installed next to the seat. As another method, the start may be instructed by voice, gesture, or the like instead of the automatic adjustment switch 52 (both postures must be corrected). The in-vehicle camera 115 captures the posture and face of the driver and detects the eye height. Note that the eyebox adjustment may be automatically started by determining that the preparation for driving is completed from the camera video and the like.

FIG. 13 is a diagram showing an adjustment operation by the manual adjustment switch. The manual adjustment switch 51 includes buttons for ascending and descending, and the position of the display image (virtual image 9) seen in front of the windshield moves up and down each time the driver presses the button for ascending or descending. . This figure shows a case where the virtual image 9 moves by a certain distance each time the button is pressed. However, the adjustment operation may be such that the moving distance of the virtual image 9 changes according to the time the button is pressed. Good.

FIG. 14 is a flowchart showing the basic operation of the eyebox automatic adjustment processing. This basic operation is performed when there is no driver's past adjustment data (setting information) and automatic adjustment is performed for the first time. Hereinafter, it demonstrates in order of a step.

S300: When the driver selects automatic adjustment, the electronic control unit (ECU) 11 starts an automatic adjustment process for the eyebox.
S301: The video display mode by HUD is set to “eyebox automatic adjustment mode”. Specifically, as described in the second embodiment, unlike a normal image (for example, a driving guide sign), an image indicating that adjustment is being performed is displayed.

S302: The driver is photographed by the in-vehicle camera 115 to acquire facial image information.
S303: The photographed image of the driver's face is analyzed to acquire the driver's characteristics. Specifically, it is desirable to directly obtain the eye height, but the eye height may be estimated from the position of the entire face.

S304: When the eye height is obtained, the driver is classified into a plurality of types. Therefore, eye height is divided into a plurality of ranges (plural types) in advance, and it is determined to which range (type) the driver belongs.
S305: A target adjustment amount corresponding to the type of driver is acquired. Therefore, a target adjustment amount (mirror rotation angle, mirror movement amount) for each type is determined in advance and is read out. Note that the eye height range for classification into types and the target adjustment amount for each type are stored in the nonvolatile memory 13.

S306: According to the read target adjustment amount, the mirror adjustment unit 18 adjusts the angle and position of the mirror 3 via the mirror drive unit 4.
S307: The angle and position of the mirror are detected by a sensor included in the mirror driving unit 4, and it is determined whether or not the target adjustment amount has been reached. If reached, the process proceeds to S308, and if not reached, the adjustment in S306 is repeated.

S308: The video information of the driver is acquired again by the in-vehicle camera 115.
S309: The height of the driver's eyes is obtained again, and it is determined whether or not the value has changed compared with the value obtained in S303. This determination is for performing readjustment (retry) when the driver changes his / her posture during adjustment or when the vehicle interior is dark and face detection is not stable. If changed, the process proceeds to S310, and if not changed, the process proceeds to S313.

S310: It is determined whether the number of readjustments (the number of retries) or the adjustment time is equal to or greater than a threshold. If it is equal to or greater than the threshold, the process proceeds to S311. If it is less than the threshold, the process proceeds to S312.
S311: Stop readjustment, reset the number of retries, and proceed to S313.

S312: A mirror adjustment amount is calculated according to the amount of change in eye height. In step S306, mirror adjustment is performed again. The calculation of the mirror adjustment amount refers to how much the mirror is rotated or moved from the current mirror angle or position (the result of mirror adjustment in S306) to the mirror angle or position that matches the eye level of the driver redetected in S309. This is a process for obtaining the above. Instead of performing the mirror adjustment amount calculation process of S312 and resetting (returning to the origin) the mirror angle and position adjusted in S306, the process after the classification of the driver in S304 may be performed again.
S313: The display mode is set to “normal mode” for displaying a normal video (for example, a driving guide sign).
S314: The eyebox automatic adjustment process is terminated.

The above process may be further simplified, and may be finished after adjustment for a predetermined time (for example, 5 seconds) after the automatic adjustment start button is pressed, and then the driver may make fine adjustment manually.

14, after the automatic adjustment shown in FIG. 14, if necessary, the driver may perform fine adjustment so that the image 9 is positioned most easily by operating the manual adjustment switch 51 as shown in FIG. 13.

FIG. 15 is a flowchart showing the setting information storing process. After the eyebox automatic adjustment in FIG. 14 and the manual adjustment in FIG. 14, processing for storing mirror adjustment amount data (setting information) for each driver is performed. A nonvolatile memory 13 is used as the storage unit.

S320: The setting information storage process is started. This process may be started when the HUD display On / Off sensor 121 receives an Off signal. Alternatively, it may be started when the in-vehicle camera 115 detects that the current driver has got off while the HUD is On.
S321: Referring to the storage unit (nonvolatile memory 13), it is determined whether or not the driver setting information exists. If it exists, the process proceeds to S323, and if it does not exist, the process proceeds to S322.

S322: Setting information that is the adjustment result of the driver is newly stored in the storage unit. At that time, it is stored in association with the identification information (driver ID) of the driver. Thereafter, the process proceeds to S326.
S323: It is determined whether or not there is an empty area in the setting history of the driver in the storage unit. That is, in the storage unit, a plurality of setting information can be stored for each driver and stored as a setting history. If there is a free area, the process proceeds to S325, and if there is no free area, the process proceeds to S324.

S324: Delete the setting information with the oldest date and time in the setting history to provide a free space.
S325: The setting information of the driver is stored in the empty area together with the date / time information.
S326: The setting information storage process is terminated.

In the above processing, the setting information is stored (updated) every time the eye box is adjusted (automatic adjustment and manual adjustment). On the other hand, in order to simplify the storage process, instead of updating each time, if the new setting information is the same as the stored setting information, the storage process of S325 is omitted, and only when the setting information is different (stored ( Update).

In addition, if the last driver who performed eyebox adjustment (final driver) and the adjustment result (final driver setting information) are stored separately, the next driver will get the optimum driver immediately. It can be adjusted to the position (same position as last time).

Also, when the HUD power supply is turned off, the driver can select whether to keep the current adjustment state (mirror angle and movement amount) as it is or reset to return to the reference state. If the adjustment state of the mirror is maintained as it is, the adjustment process can be omitted when the same driver gets on the next time.

FIG. 16 is a flowchart showing an automatic adjustment process (A) using stored setting information. Here, a case where “final driver setting information” is not stored is shown. A new adjustment process can be omitted (skipped) by using the mirror adjustment setting information stored for each driver described in FIG.

S330: The adjustment process is started when the driver presses the eye box automatic adjustment switch 52.
S331: A driver discrimination process is performed from the video of the in-vehicle camera 115. Therefore, the driver registers face images in advance. Or you may discriminate | determine with a driver | operator's fingerprint, an iris, a personal key, etc.

S332: The setting information stored for each driver is searched with reference to the storage unit (nonvolatile memory 13).
S333: It is determined whether the setting information of the driver exists in the storage unit. If it exists, the process proceeds to S334, and if it does not exist, the process proceeds to S335.

S334: The setting information of the driver is read out, and mirror adjustment is performed based on the setting information.
S335: The eye level of the driver is detected, and an eye box automatic adjustment process (S300, FIG. 14) corresponding to this is performed.
S336: The processing when the eyebox automatic adjustment switch 52 is pressed is terminated.

As described above, when the driver's past setting information is stored, it can be easily adjusted by using the stored setting information, and the eyebox automatic adjustment (S300) of S335 is omitted (skip). can do. Thereby, there is no trouble of automatic adjustment including detection of the eye height of the driver, and there is an effect that the failure occurrence rate of parts can be suppressed by reducing the number of operations of the mirror driving unit and the like. When adjustment is performed using past setting information, the setting information storage processing of FIG. 15 is not necessary.

FIG. 17 is a flowchart showing an automatic adjustment process (B) using stored setting information. Here, a case where “last driver setting information” which is the setting information of the previous driver is stored is shown.

S340: When the driver presses the eyebox automatic adjustment switch 52, the adjustment process is started.
S341: A driver discrimination process is performed from the video of the in-vehicle camera 115.

S342: Referring to the storage unit (nonvolatile memory 13), the driver determines whether or not the driver matches the previous driver. If they match, the process proceeds to S343, and if they do not match, the process proceeds to S344.
S343: The last setting information is read with reference to the final driver setting information, and the mirror adjustment is performed based on this. Thereafter, the process proceeds to S348.

S344: The setting information stored for each driver is searched with reference to the storage unit (nonvolatile memory 13).
S345: It is determined whether the setting information of the driver exists in the storage unit. If it exists, the process proceeds to S346, and if it does not exist, the process proceeds to S347.

S346: The setting information of the driver is read out, and mirror adjustment is performed based on the setting information.
S347: The eye level of the driver is detected, and an eye box automatic adjustment process (S300, FIG. 14) corresponding to this is performed.
S348: The processing when the eyebox automatic adjustment switch is pressed is terminated.

As described above, when the previous driver setting information (final driver setting information) is separately stored, the setting information for each driver in S344 can be retrieved by using this setting information. Further, since the eye box automatic adjustment (S300) in S347 can be omitted, the adjustment time can be further shortened.

Example 2 describes a screen displayed during eyebox adjustment. At the time of eyebox adjustment, displaying an image different from the normal display screen has an effect of notifying the driver that adjustment is in progress.

FIG. 18 is a diagram showing a display screen example of the head-up display. (A) shows a normal mode, and a normal video 91 (for example, a driving guide sign) is displayed. (B) shows the eye box adjustment mode, and displays an adjustment screen 92 showing the display area of the video. The adjustment screen 92 is configured by, for example, a cross mark or a boundary line indicating a display area, but may be displayed including a vehicle manufacturer or a vehicle name logo. Or after displaying a logo first, you may change to a simple display like (b).

This adjustment screen 92 is displayed when the eyebox automatic adjustment processing (FIG. 14, S300) is switched to the display of the eyebox adjustment mode in S301, and is returned to the normal video display in S313. Alternatively, when the manual adjustment switch is operated, the adjustment screen 92 is displayed. For example, when the manual adjustment switch is not operated for a certain period of time, the normal image display 91 is restored. However, when performing eyebox adjustment during traveling, displaying the adjustment screen 92 may hinder driving, so the adjustment screen 92 is not displayed and the normal video display 91 is maintained.

FIG. 19 is a diagram illustrating an adjustment method of the adjustment screen 92 using the manual adjustment switch. In the center (a), the reference display position is shown. In contrast, the manual adjustment switch 51 can be operated to move the display position. Here, a case is shown in which not only the vertical direction but also the horizontal direction can be adjusted. The adjustment in the left-right direction can be performed by, for example, the HUD position adjusting unit 24 and the HUD driving unit 25. As a result, as shown in (b) to (i), it is possible to move freely in the vertical and horizontal directions.

In Example 3, the timing for automatically adjusting the eyebox will be described. That is, the eyebox automatic adjustment is basically performed before the start of driving (while the vehicle is stopped) in consideration of safety. For the convenience of the driver, the operation can be performed while traveling, and in that case, the operation is performed in consideration of safety.

FIG. 20 is a diagram showing an example of a selection screen for automatic adjustment during traveling. On the selection screen 93, the driver can select the timing for performing eyebox automatic adjustment. Thus, even when the driver's posture changes during traveling, automatic adjustment is possible.

In the setting menu of the HUD, an item of “automatic position adjustment during travel” is provided, and the options are as follows.
(1) “Do not perform”: Do not perform automatic adjustment while driving.
(2) “Always perform”: Automatic adjustment is performed every time a predetermined time elapses during traveling. This is not related to pressing of the automatic adjustment switch 52.
(3) “Only when the automatic adjustment SW is pressed”: Automatic adjustment is performed when the automatic adjustment switch 52 is pressed during traveling.

The driver can select (2) or (3) to automatically adjust the eyebox while driving. However, the adjustment operation during traveling is different from the adjustment operation while the vehicle is stopped, and these operations will be described in detail below.

FIG. 21 is a flowchart for determining the timing for performing eyebox automatic adjustment. Here, based on the selection of the automatic position adjustment during traveling shown in FIG. 20, the automatic adjustment is performed using the depression of the automatic adjustment switch or the elapsed time as a trigger.

S400: Start monitoring processing of events relating to automatic adjustment (such as user operations).
S401: An event is acquired. The event acquired here is for the elapsed time measured by pressing the automatic adjustment switch or the timer.

S402: The event determines whether the eyebox automatic adjustment switch 52 is pressed. If Yes, the process proceeds to S403, and if No, the process proceeds to S407.
S403: It is determined whether or not the vehicle is stopped. If Yes, the process proceeds to S404, and if No, the process proceeds to S405.

S404: An eye box automatic adjustment process (S300) is performed, and the process proceeds to S410.
S405: It is determined whether or not the setting is such that automatic adjustment during traveling is performed only when the automatic adjustment switch is pressed (selection (3) in FIG. 20). In the case of Yes, it progresses to S406, and in No, it progresses to S410.
S406: An eyebox automatic adjustment process (C) is performed by pressing the switch while traveling. Details thereof will be described later with reference to FIG.

S407: It is determined whether the event is a timer event and a predetermined time has elapsed. In the case of Yes, it progresses to S408, and in No, it progresses to S410.
S408: It is determined whether or not the setting is to always perform automatic adjustment during traveling (selection (2) in FIG. 20). If Yes, the process proceeds to S409, and if No, the process proceeds to S410.

S409: The eye box automatic adjustment process (D) during traveling is performed. Details thereof will be described later with reference to FIG.
S410: The event monitoring process is terminated.

As described above, the timing of automatic eyebox adjustment is basically performed while the vehicle is stopped in consideration of safety. In addition, when the driver has selected automatic adjustment during traveling, automatic adjustment during traveling can be performed to improve usability.

Hereinafter, the eye box automatic adjustment processing (C) and (D) during traveling in S406 and S409 will be described.

FIG. 22 is a flowchart showing an automatic adjustment process (C) by pressing a switch while traveling. This is the process of S406 in FIG. 21, and is executed when (3) is selected in FIG.

S420: When the automatic adjustment switch 52 is pressed, the automatic adjustment process (C) during running is started.
S421: The current driver posture information (eye height) is acquired from the video of the in-vehicle camera 115.

S422: It is determined whether or not there is a change from the initial setting posture. If there is a change, the process proceeds to S423, and if there is no change, the process proceeds to S426.
S423: The target adjustment amount of the mirror is corrected according to the change amount of the posture.

S424: Perform low-speed mirror adjustment processing according to the target adjustment amount. In the low-speed mirror adjustment process, the adjustment is performed at a lower speed (slower) than the mirror adjustment process while the vehicle is stopped. For example, the adjustment may be performed intermittently with a wait time. Further, the display screen during traveling is not changed to the adjustment mode shown in FIG. 18B, but remains in the normal mode shown in FIG.
S425: It is determined whether or not the target adjustment amount has been reached. If reached, the process proceeds to S427, and if not reached, the adjustment of S424 is repeated.

S426: Notify that the manual adjustment switch 51 is used for adjustment. This is because the driver pushed the automatic adjustment switch 52 during traveling in S420, and is not satisfied with the current adjustment, and the driver's posture has not changed. Is. The notification method will be described with reference to FIG.
S427: The automatic adjustment process (C) during traveling is terminated.

In the above process, the low speed mirror adjustment process of S424 performs the adjustment at a low speed (gradually), so that the adjustment is performed as naturally as possible without making the driver aware of it. As a result, it is possible to avoid as much as possible an obstacle to the driving operation during traveling.

FIG. 23 is a diagram illustrating an example of a manual adjustment notification method in S426. (A) is a case where guidance is given by voice 61 from the speaker 6 in the vehicle. (B) is a case where the guide 94 is displayed on the HUD display screen 9. Thus, the driver operates the manual adjustment switch 51 to adjust the display position.

FIG. 24 is a flowchart showing the automatic adjustment process (D) during traveling. This is the process of S409 in FIG. 21 and is automatically executed when (2) is selected in FIG. 20 even if the automatic adjustment switch 52 is not pressed.

S430: The automatic adjustment process (D) during traveling is started in response to the timer event.
S431: The current driver posture information (eye height) is acquired from the video of the in-vehicle camera 115.

S432: It is determined whether there is a change from the posture (eye height) when the mirror adjustment was performed last time. If there is a change, the process proceeds to S433, and if there is no change, the process proceeds to S439. Note that the posture information when the mirror adjustment was performed last time is posture information when automatic adjustment or manual adjustment is performed before the start of traveling, or posture information when automatic adjustment is performed during traveling.
S433: It is determined whether or not the current posture is continued for a predetermined time or more. This is to exclude the case where the posture changes instantaneously. If Yes, the process proceeds to S434. If No, the process proceeds to S438.

S434: A target adjustment amount of the mirror is calculated according to the change amount of the posture.
S435: Perform low-speed mirror adjustment processing according to the target adjustment amount. This low-speed mirror adjustment process is the same as S424 in FIG. 22, and the adjustment is performed at a low speed (gradually) and the display screen remains in the normal mode.

S436: It is determined whether or not the target adjustment amount has been reached. If reached, the process proceeds to S437, and if not reached, the adjustment of S435 is repeated.
S437: Store (update) the posture information when the mirror adjustment is performed, and proceed to S349. The attitude information at the time of mirror adjustment stored here is used for determining whether or not the attitude at the time of mirror adjustment has changed in S432 the next time automatic adjustment processing during traveling is performed.

S438: Since the current posture is not stable, the current posture information is stored without performing mirror adjustment. The current posture information stored here is used for determining whether or not the current posture has been continued for a predetermined time or more in S433 when the next automatic adjustment process during traveling is performed.
S439: The automatic adjustment process (D) during traveling is terminated.

In the processing of FIG. 24, in S433, after repeatedly confirming that the posture has changed, the adjustment is made. As a result, the display position fluctuates immediately following the temporary change so as not to bother the driver. In addition, it is also practical to adjust to only limited movements of posture changes, such as when the face height does not change and only faces sideways, when left and right does not change and only the height changes Is.

In the fourth embodiment, it will be described that the driver is classified into a plurality of types and the mirror adjustment is performed based on the reference value of each type in the automatic eyebox adjustment. The driver is classified according to eye height, and a standard that this adjustment should be good for a person with this eye height is determined in advance, and the adjustment is performed with that standard as a target. By this type classification process, the adjustment process can be simplified and performed in a short time. This will be described with reference to the processing of FIGS.

FIG. 25 is a diagram showing an example of driver type classification and target adjustment amount. Here, there are three types of types A to C. The type of the driver is determined by measuring the eye height from an image acquired by the camera and classifying the measured eye height to which range. Note that the eye position may be estimated and classified from the position of the entire face (FIG. 14, S303 to S304).

基準 Set the reference mirror adjustment amount (target adjustment amount) for each type of driver. Specifically, the rotation direction and rotation amount (angle) of the mirror with respect to the average value of the eye height of each type and the movement direction and movement amount of the mirror position are set as target adjustment amounts. Although the number of types is three here, the number of types may be set as appropriate from the balance of adjustment time and adjustment accuracy. By roughly classifying the driver and performing mirror adjustment according to the type, rough automatic adjustment is performed. If further fine adjustment is required, it is left to manual adjustment by the driver. As a result, the efficiency and speed of the adjustment process can be improved.

FIG. 26 is a diagram illustrating an example of a setting history of setting information for each driver. The storage unit (nonvolatile memory 13) stores data (setting information) of the past mirror adjustment amount of each driver. As for this setting information, when the driver manually adjusts after automatic adjustment, data after manual adjustment is stored (FIG. 15, S322, S325).

As storage items, a driver identification number (ID), setting date and time, driver type, mirror rotation amount, mirror movement amount, and the like are stored. For each driver, a plurality of histories having different set dates are stored. This is because the optimum adjustment amount may change as a result of different clothes depending on the season even for the same driver. Further, the setting information need not be updated every time after adjustment, and may be omitted if it is the same as the stored setting information. In FIG. 26, data updated every several months is stored as a result of omitting each update.

In the automatic adjustment of the eyebox, the driver's setting information is read from the setting history of FIG. 26 and used. At this time, when there are a plurality of setting histories, the latest setting information is read and used for automatic adjustment. If the driver is not satisfied with the result of the automatic adjustment, the automatic adjustment switch can be pressed continuously to perform automatic adjustment based on the setting information that goes back one more time. I can expect.

Also, the update frequency of the history is monitored, and when it is updated frequently, there is a suspicion of failure. At that time, the user is encouraged to check or report to the maintenance site.

The eyebox automatic adjustment has been described above in each embodiment, but the present invention is not limited to this, and the following modifications and additions are possible.

FIG. 27 is a diagram for explaining eyebox automatic adjustment in conjunction with sheet position adjustment. The eyebox automatic adjustment is performed according to the eye level of the driver, but it naturally depends on the position of the seat and the height of the seat. In other words, it is better to adjust the position and height of the seat to make it easier for the driver to drive first, and then adjust the eyebox, and if this is done in the reverse order, the eyebox adjustment will start again from the beginning. become.

Therefore, it is better to prompt “adjust the seat first” and “next correct the posture and look at the front” with the guidance by the voice 62. If this is followed, re-adjustment of the eye box can be avoided.

FIG. 28 is a diagram showing an installation example of a plurality of in-vehicle cameras. The camera for photographing the driver's face is not limited to one, but may be configured to include a plurality of cameras. Here, two cameras, a dashboard camera 115a and a vehicle roof camera 115b, are provided. By photographing with a plurality of cameras, information on the height (eye height) of the driver's face can be acquired with higher accuracy, and the distance to the driver can be obtained. As a result, the eye box can be adjusted more finely and with higher accuracy. In particular, if a stereo camera is used, the distance to the driver can be accurately obtained, and not only the vertical and horizontal directions but also the longitudinal direction can be adjusted.

The method of detecting the eye level of the driver can be other than the camera. For example, it is possible to perform type classification by estimating the height of the face (height of the eyes) from the information of the load sensor 119 installed on the headrest or seat. For example, a person whose head is touching the top of the headrest is type A (height), a person whose head is touching the center is type B (medium), and a person whose head is touching the bottom is type Classify into C (short). Furthermore, if the camera 115 and the load sensor 119 are combined, the accuracy is further improved.

FIG. 29 is a diagram illustrating a method of starting automatic adjustment by a driver's voice and gesture. In FIG. 12, the eyebox automatic adjustment is started by pressing the automatic adjustment switch 52 by the driver, but other methods are also possible.

(A) is a case where the voice 81 uttered by the driver 80 is recognized and automatic adjustment is started with a specific voice as a trigger. (B) is a case where a facial expression 82 (blink or wink) of the driver 80 is detected by a camera and a specific facial expression is used as a trigger. (C) is a case where a gesture of the driver 80 is detected by a camera and a specific gesture is used as a trigger.

Particularly, the method using the voice 81 and the facial expression 82 as shown in (a) and (b) is advantageous in terms of safety because it hardly affects the driving operation even while driving.

The present invention is not limited to the above-described embodiments and modifications, and includes various forms. For example, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, and replace the configurations of other embodiments with respect to a part of the configurations of the embodiments.

1: vehicle,
2: Video display device,
3: Mirror
4: Mirror drive unit,
5: Vehicle information acquisition unit,
6: Speaker,
7: Windshield,
8: Driver's eyes (eyepoint),
9: Virtual image,
10: control unit,
11: Electronic control unit (ECU),
18: Mirror adjustment unit,
21: light source,
23: display element,
24: HUD position adjustment unit,
25: HUD drive unit,
51: Manual adjustment switch,
52: Automatic adjustment switch,
53: Switch detection unit,
70: Windshield reflection position,
91: Normal video,
92: Adjustment screen,
93: Selection screen,
100, 100a: Head-up display (HUD),
115: In-car camera.

Claims (12)

1. In a vehicle image display device,
   An image display unit for emitting image light;
   A mirror that reflects the image light emitted from the image display unit toward a windshield or a combiner;
   A mirror driving section for changing the angle or position of the mirror;
   A control unit that controls the mirror driving unit to adjust the angle or position of the mirror;
   A detection unit for detecting the eye height of the driver;
   A storage unit for storing the adjustment amount of the mirror,
   The control unit automatically adjusts the mirror by controlling the mirror driving unit according to the eye height of the driver detected by the detection unit, and the adjusted result is set as the driver setting information. Store it in the storage unit,
   When the controller automatically adjusts the mirror again for the same driver as the driver, the controller automatically adjusts the mirror using the driver setting information stored in the storage unit. A video display device for vehicles.
2. The vehicle image display device according to claim 1,
   The storage unit stores information for classifying the driver's eye height into a plurality of types, and a target adjustment amount that is a reference for the adjustment amount of the mirror in each type,
   The control unit classifies the eye height of the driver detected by the detection unit by the plurality of types, and performs automatic adjustment of the mirror using the target adjustment amount in the corresponding type. A vehicle video display device.
3. The vehicle image display device according to claim 1,
   The vehicle image display device, wherein the detection unit detects the eye height of the driver by a camera installed in the vehicle.
4. The vehicle image display device according to claim 1,
   The video image display device for a vehicle, wherein the detection unit detects the height of a headrest of a seat on which the driver is seated and / or a load sensor installed on the seat. .
5. The vehicle image display device according to claim 1,
   The vehicle setting information stored in the storage unit is stored as a setting history with driver identification information and adjusted date and time information for a plurality of drivers, and stored as a setting history. .
6. The vehicle image display device according to claim 1,
   After the automatic adjustment of the mirror by the control unit, when the driver manually adjusts the mirror, the storage unit stores the result of the manual adjustment by the driver as the setting information. A video display device for vehicles.
7. The vehicle image display device according to claim 1,
   The vehicular video display apparatus, wherein the mirror is automatically adjusted by the control unit only when the vehicle is stopped.
8. The vehicle image display device according to claim 1,
   When the automatic adjustment of the mirror by the control unit is performed while the vehicle is running, the change in the angle or position of the mirror by the mirror driving unit is slower than when the automatic adjustment is performed while the vehicle is stopped. An image display device for a vehicle, characterized by being controlled to
9. The vehicle image display device according to claim 7,
   When the automatic adjustment of the mirror is performed while the vehicle is stopped, the video display unit displays a screen indicating that adjustment is being performed by the video light.
10. The video display device for a vehicle according to claim 8,
    When the automatic adjustment of the mirror is performed while the vehicle is traveling, the video display unit displays a normal screen by the video light.
11. The vehicle image display device according to claim 3,
    The vehicle image display apparatus, wherein the detection unit is installed in a dashboard unit of a vehicle.
12. The vehicle image display device according to claim 3,
    The image display device for a vehicle, wherein the detection unit is installed in an in-car roof portion of the vehicle.

Images