WO2021254737A1

WO2021254737A1 - Vehicle comprisiing a head-up display

Info

Publication number: WO2021254737A1
Application number: PCT/EP2021/063979
Authority: WO
Inventors: Daniel Krekel; Martin Arndt; Sebastian KREKELBERG; Jan-Hendrik HAGEMANN; Heinrich KRONHARDT
Original assignee: Saint-Gobain Glass France
Priority date: 2020-06-18
Filing date: 2021-05-26
Publication date: 2021-12-23
Also published as: DE202021004087U1; CN114158260A

Abstract

The invention relates to a vehicle with a head-up display, comprising: a vehicle windscreen (10) having an outer surface (I) and an inner surface (IV), which has a HUD region (B) with a lower edge (BU) and an upper edge (BO); a HUD projector (4) which is directed towards the HUD region (B) and generates a virtual image, which an observer (5) positioned within an eyebox (E) can see; wherein the vehicle windscreen (10) has an installation angle (β) with an absolute value of less than 40° to the vertical, and the outer surface (I) and the inner surface (IV) are inclined relative to one another in the HUD region (B) with a total wedge angle (α_tot), and the HUD projector (4) is arranged above the eyebox (E).

Description

Vehicle with a head-up display

The invention relates to a vehicle with a head-up display, which is generated by a HUD projector aimed at a vehicle window, the vehicle window having a comparatively steep installation position in the vehicle.

Modern automobiles are increasingly being equipped with so-called head-up displays (HUDs). These are common in passenger cars, with a HUD projector in the area of the dashboard illuminating the windshield. With the HUD projector, images are projected onto the windshield, reflected there and perceived by the driver as a virtual image (as seen from him) behind the windshield. In this way, important information can be projected into the driver's field of vision, for example the current speed, navigation or warning information that the driver can perceive without having to take his eyes off the road. In this way, head-up displays can make a significant contribution to increasing road safety.

The above-described heads-up displays have the problem that the projector image is reflected on both surfaces of the windshield. As a result, the driver not only perceives the desired main image, which is caused by the reflection on the interior surface of the windshield (primary reflection). The driver also perceives a slightly offset, generally less intense secondary image, which is caused by the reflection on the outside surface of the windshield (secondary reflection). The latter is commonly referred to as a ghost image. This problem is generally solved by arranging the reflective surfaces at a deliberately chosen angle (wedge angle) to one another, so that the main image and the ghost image are superimposed, so that the ghost image is no longer noticeable. Since windscreens are designed as composite panes, the wedge angle can be provided in at least one of the glass panes and / or in the thermoplastic intermediate layer (wedge film). Windshields with wedge foils are known, for example, from WO2009 / 071135A1, EP1800855B1 or EP1880243A2, windshields with wedge-shaped glasses, for example, from US20190105879, US20190126593 or W02018181180A1. DE102007059323A1 and EP3381879A1, for example, also disclose windscreens with variable wedge angles of the intermediate layer or of the glass panes, by means of which a better overlap of the ghost image and main image can be achieved than with a constant wedge angle. The effect of the ghost images can also be enhanced by the radius of curvature of a pane. The solution to this problem disclosed in US20180149865A1 comprises a HUD projection arrangement with a vehicle windshield, the windshield having a vertical radius of curvature which runs vertically between the upper edge and the lower edge through the HUD reference point. The radius of curvature is increased compared to conventional windshields. The maximum of the radius of curvature is shifted upwards compared to conventional windshields, at least up to above a HUD reference point.

US20190308502A1 discloses a solution for better visual perceptibility of image information in which the projection area of a projection arrangement overlaps in areas with the wiper area of the windshield. By using a display control unit, the display area within the projection area is limited depending on the priority of the image information. The boundary extends to an area which overlaps with the windshield wiper area. Other image information is limited by the display control unit within an area which does not overlap with the windshield wiper area in the projection area.

Windshields of automobiles are typically installed relatively flat with an installation angle to the vertical of about 60 ° to 65 °. The common HUD systems and wedge angles are designed for such an installation angle. The windshield can be irradiated from the dashboard in such a way that a clear HUD image is generated. Technical solutions for this are established and have been described many times.

KR20200017832A discloses a HUD for a passenger car, the HUD projector being arranged in the area of the vehicle roof. In addition, US2019111837A1 discloses a HUD-like projection system, the projector being arranged in the area of the vehicle roof and irradiating a roof pane.

There is still a need to develop head-up displays for a larger number of applications, in particular those applications in which the pane functioning as a projection surface is arranged at a steeper angle than the windshield of a passenger car. For example, it may be desirable to equip a truck, agricultural vehicle, or ship with a HUD. It can also It may be desirable to use HUDs or HUD-like projections on vehicle windows other than windshields. Since the installation angle in these applications is significantly smaller than that of car windshields. This changes the requirements for the HUD system decisively, and the solutions for car windshields are not easily transferable.

The invention is based on the object of providing a HUD for vehicle windows which are installed in the vehicle at a significantly steeper angle than car windshields.

The object of the present invention is achieved according to the invention by a vehicle according to claim 1. Preferred designs emerge from the subclaims.

The vehicle according to the invention with a head-up display comprises a vehicle window or is equipped with a vehicle window which is installed as a window pane in a window opening of the vehicle and separates the vehicle interior from the outside environment. The vehicle window has an outside surface which faces the outside environment and an inside surface which faces the vehicle interior. The vehicle window is in particular a windshield (front window), side window or rear window.

The vehicle window has an upper edge and a lower edge. The upper edge denotes that side edge of the vehicle window which is intended to point upwards in the installed position. The top edge is therefore often referred to as the roof edge. The lower edge denotes that side edge which is intended to point downwards in the installation position. If the vehicle window is a windshield, the lower edge is often referred to as the engine edge.

The vehicle according to the invention is equipped with a HUD projector. When the HUD is in operation, the projector irradiates an area of the vehicle window where the radiation is reflected in the direction of the viewer, creating a virtual image that the viewer perceives from behind the vehicle window. The area of the vehicle window that is irradiated or that can be irradiated by the projector is referred to as the HUD area. The beam direction of the projector can typically be varied by mirrors, in particular vertically, in order to adapt the projection to the body size of the viewer. The area in which the viewer's eyes are given Must be in the mirror position is called an eyebox window. This eyebox window can be shifted vertically by adjusting the mirror, the entire area accessible through this (that is, the overlay of all possible eyebox windows) being referred to as the eyebox. A viewer located inside the eyebox can perceive the virtual image. Of course, this means that the viewer's eyes must be located within the eyebox, not the entire body. The HUD projector is therefore aimed at the HUD area in order to generate a HUD projection (a HUD image) for a viewer located within the eyebox. The technical terms used here from the field of HUDs are generally known to the person skilled in the art. For a detailed description, reference is made to the dissertation "Simulation-based measurement technology for testing head-up displays" by Alexander Neumann at the Institute for Computer Science at the Technical University of Munich (Munich: University Library of the Technical University of Munich, 2012), in particular to Chapter 2 "The head- Up Display ".

The HUD area is typically polygonal and has a lower edge and an upper edge. The lower edge of the HUD area faces the lower edge of the vehicle window and preferably runs essentially parallel to it. The upper edge of the HUD area faces the upper edge of the vehicle window and preferably runs essentially parallel to it.

The HUD area of the vehicle window according to the invention is wedge-shaped, so that the outside surface and the inside surface in the HUD area are not parallel, but rather are inclined to one another. Said inclination can be characterized by an angle between the surfaces, which in the context of the invention is referred to as the total wedge angle. The inclination of the surfaces to one another means that the thickness of the vehicle window is variable in the vertical course from the lower edge of the HUD area to the upper edge of the HUD area. The vertical course means the course between the lower edge and the upper edge with the course direction essentially perpendicular to the said edges. The vehicle window is therefore wedge-shaped in the HUD area. The total wedge angle can be constant (linear change in thickness) or at least in sections in the vertical course from the lower edge of the HUD area to the upper edge of the HUD area (non-linear change in thickness). If a projector is aimed at the vehicle window to generate a display image of the HUD, the desired virtual image is generated by reflection on the surface on the inside. The non-reflected partial beam runs through the vehicle window and is reflected one more time on the outside surface. This creates an undesired second virtual image, the so-called ghost image. In the case of a parallel pane surface, the image and the ghost image would appear offset from one another, which is annoying for the viewer. The overall wedge angle in the HUD area is selected in such a way that the distance from the ghost image to the main image is reduced and, ideally, an overlap of the two images is achieved. The required wedge angle is calculated for the respective vehicle model on the basis of current and known models and formula sets in order to achieve the most efficient possible superimposition of the main image and the ghost image. For example, reference is made to WO2009071135A1 and the article JP Aclocque cited therein: "Double images as a disruptive optical defect in the windshield", Z. Glastechn. Ber. 193 (1970) pp. 193-198, where the common formula sets are shown.

The vehicle window has an installation angle in the vehicle that is measured relative to the vertical. In the context of the invention, the installation angle is positive if the vehicle window is inclined towards the vehicle interior, that is, the upper edge is located further in the direction of the vehicle interior than the lower edge. The installation angle is negative if the vehicle window is inclined away from the vehicle interior. According to the invention, the absolute amount of the installation angle is less than 40 °, that is to say the installation angle is from -40 ° to + 40 °. The invention thus relates to those vehicle windows which are arranged relatively steeply compared to a car windshield (installation angle of 60 ° to 65 °).

According to the invention, the HUD projector is arranged above the eyebox, that is to say above the plane of vision of the driver and the other vehicle occupants. The horizontal plane in which the projector is arranged is therefore further away from the vehicle floor and closer to the vehicle roof than the horizontal plane in which the eyebox (more precisely the geometric center of the eyebox) is arranged. The HUD projector is arranged in particular in the area of the vehicle roof and fixed on the inside thereof. The arrangement of the HUD projector thus differs from conventional HUDs of passenger cars, where the HUD projector is arranged in the area of the dashboard. Such an arrangement cannot easily be transferred to the steeper vehicle windows will. In contrast, it has been shown that an arrangement of the HUD projector above the eyebox allows the display of a high-quality HUD projection in the case of steep vehicle windows, which is the reason for the advantage of the invention. The installation angle preferably has an absolute value of less than 30 °, particularly preferably less than 20 °, very particularly preferably less than 10 °. Then the advantages of the invention are particularly evident.

The total wedge angle is provided at least in the HUD area, but can in principle also extend beyond the HUD area, so that not only the HUD area but also other areas of the vehicle window are wedge-shaped. In principle, it is also possible for the entire vehicle window to have a wedge-like design, that is to say that its thickness is variable over the entire course from its lower edge to its upper edge. However, it can be advantageous to restrict the wedge-like design according to the invention as far as possible to the HUD area, while the window surfaces in other areas of the vehicle window are parallel or have a differently designed wedge angle.

The HUD area can in principle be arranged completely or partially within a central field of view (see-through area) of the vehicle window. The HUD area can, however, also be arranged completely outside of the central field of view. This can be particularly advantageous if the wedge angle has a negative influence on the view through the vehicle window, for example distortions or the amplification of double images in transmission. The HUD area is then arranged in the edge area of the vehicle window, preferably in an edge area adjoining the upper edge above the central viewing area. In an advantageous embodiment, the entire HUD area is arranged in an area of the vehicle window that adjoins the upper edge and extends from there by at most 25% of the window height in the direction of the lower edge (i.e. the HUD area is completely in the upper quarter of the Vehicle window arranged). The HUD area can alternatively also be arranged in an edge area adjoining the lower edge below the central viewing area, preferably in an area of the vehicle window which adjoins the lower edge and extends from there by at most 25% of the window height in the direction of the upper edge (the means in the lower quarter of the vehicle window). In one embodiment of the invention, the vehicle window is designed as a composite window. A composite pane comprises and is in particular structurally formed from an outer pane and an inner pane, which are connected to one another via a thermoplastic intermediate layer. In the context of the invention, the inner pane is the pane of the composite pane facing the vehicle interior. The outer pane is referred to as the pane facing the external environment. The outer pane and the inner pane each have an outer surface, an inner surface and a side edge extending therebetween. The outside surface means that main area which faces the external environment, and the inside surface means the main area which faces the vehicle interior. The inside surface of the outside pane and the outside surface of the inside pane are connected to one another via the thermoplastic intermediate layer, so that the outside surface of the outside pane forms the outside surface of the entire vehicle window and the inside surface of the inside pane forms the inside surface of the entire vehicle window.

The overall wedge angle according to the invention can be formed in various ways in such a composite pane, since each of the structural elements can be formed with the wedge angle, or several or all structural elements can be formed with a wedge angle, the total wedge angle being the sum the single wedge angle results. The outer pane can be wedge-shaped and have a so-called glass wedge angle, so that its surfaces are inclined to one another and its thickness is variable in the vertical course between the lower edge and the upper edge of the HUD area. The inner pane can be wedge-shaped and have a glass wedge angle, so that its surfaces are inclined to one another and its thickness is variable in the vertical course between the lower edge and the upper edge of the HUD area. The intermediate layer can be designed as a so-called wedge foil and have a so-called foil wedge angle, so that its surfaces are inclined to one another and its thickness is variable in the vertical course between the lower edge and the upper edge of the HUD area. If only a single element is provided with a wedge angle, while the other elements have parallel surfaces, the total wedge angle corresponds to this glass or foil wedge angle. If two or even all three elements are provided with a wedge angle, the total wedge angle results as the sum of the respective glass and / or foil wedge angles. The following combinations are possible: (a) The outer pane has a glass wedge angle, while the intermediate layer and the inner pane have parallel surfaces. The total wedge angle corresponds to the glass wedge angle of the outer pane.

(b) The intermediate layer has a foil wedge angle, while the outer pane and the inner pane have parallel surfaces. The total wedge angle corresponds to the foil wedge angle of the intermediate layer.

(c) The inner pane has a glass wedge angle, while the intermediate layer and the outer pane have parallel surfaces. The total wedge angle corresponds to the glass wedge angle of the inner pane.

(d) The outer pane and the inner pane each have a glass wedge angle, while the intermediate layer has parallel surfaces. The total wedge angle corresponds to the sum of the glass wedge angles.

(e) The outer pane has a glass wedge angle and the intermediate layer has a foil wedge angle, while the inner pane has parallel surfaces. The total wedge angle corresponds to the sum of the glass wedge angle and the film wedge angle.

(f) The inner pane has a glass wedge angle and the intermediate layer has a foil wedge angle, while the outer pane has parallel surfaces. The total wedge angle corresponds to the sum of the glass wedge angle and the film wedge angle.

(g) The outer pane and the inner pane each have a glass wedge angle and the intermediate layer has a film wedge angle. The total wedge angle corresponds to the sum of the glass wedge angles and the one foil wedge angle.

It is preferred that at least one of the glass panes has a glass wedge angle, while the intermediate layer has a parallel surface. This avoids the need for an expensive wedge film. It can further be preferred that both glass panes have a wedge angle because the individual glass wedge angles can then be selected to be smaller. Such glasses are technically simpler and can be produced with better optical quality. In a particularly preferred embodiment, a single glass wedge angle is at most 0.4 mrad, for example from 0.1 mrad to 0.4 mrad.

In one embodiment of the composite pane, the composite pane is a windshield. Windshields with the small installation angles according to the invention occur, for example, in trucks, trains or other rail vehicles, aircraft or agricultural vehicles such as harvesting machines (for example Combine harvesters), ships or submarines. While the installation angles in trucks, trains and airplanes are normally positive, negative installation angles can also occur in particular in the case of agricultural vehicles or ships, with the windshield being inclined away from the vehicle interior. The legislator places high demands on the optical quality of windshields in order to ensure a good and distortion-free view for the driver. These requirements relate in particular to a central field of vision, while the edge areas have to meet less stringent requirements. The requirements are set out in Regulation No. 43 of the United Nations Economic Commission for Europe (UN / ECE) (ECE-R43, “Uniform Conditions for the Approval of Safety Glazing Materials and Their Installation in Vehicles”).

One problem that occurs with windshields is, inter alia, so-called double images in transmission, as a result of which an object viewed through the windshield (for example the headlight of an oncoming vehicle at night) is perceived twice. The wedge angle of the windshield optimized for the HUD projection can further exacerbate this problem in the sense that the distance between the double images is increased and they therefore appear even more disruptive. In order to avoid this, in a preferred embodiment of the windshield, the HUD area is arranged outside the central field of view. The said central field of vision of the windshield is in particular a field of vision that is defined in ECE-R43 for vehicles. These are: the field of vision B if the vehicle window is intended for a vehicle of category M1 (vehicle for the transport of people with a maximum of eight seats in addition to the driver's seat); field of vision B is defined in Annex 18 of ECE-R43; Field of vision I, if the vehicle window is intended for a vehicle of category M, except for M1 (other vehicles for passenger transport) or for a vehicle of category N (vehicles for transport of goods). The composite window can also be a laminated side window or rear window of the vehicle. The HUD area can then also be arranged without any problems within the central field of vision, since the problem of double images in transmission only plays a subordinate role in the case of side windows and rear windows. In a further embodiment of the invention, the vehicle pane is not designed as a composite pane, but rather as a single pane of glass. The single pane of glass is structurally formed from a single pane of glass and can also be referred to as a monolithic pane of glass. In particular, it is a so-called single-pane safety glass (ESG), which refers to a thermally toughened individual pane of glass in the vehicle sector. The single pane of glass has two main surfaces and a side edge running between them, the main surfaces forming the exterior and interior surface of the vehicle window. The individual glass pane is provided with a wedge angle (glass wedge angle) so that its thickness can be changed in the vertical course between the lower edge and the upper edge of the HUD area. The individual glass pane is preferably a side window or a rear window.

In one embodiment of the invention, the HUD project order irradiates the HUD area from above. This means that the horizontal plane in which the projector is arranged is further away from the vehicle floor and closer to the vehicle roof than the horizontal plane in which the HUD area (more precisely the geometric center of the HUD area) is arranged. The projector is located above the HUD area so that its radiation is directed downwards. Since the projector according to the invention occupies a very high position in the vehicle and is typically located in the area of the vehicle roof, this configuration will be suitable in most applications. The total wedge angle is selected in such a way that the thickness of the vehicle window decreases in the vertical course between the lower edge and the upper edge of the HUD area (preferably monotonously) in order to superimpose the ghost image with the main image.

A wedge angle selected in this way can have negative effects with regard to the double images in transmission, which are sometimes intensified by the wedge angle. In this embodiment, it is particularly advantageous if the HUD area is arranged outside a central field of view (see-through area) of the vehicle window and if the described overall wedge angle is present in the HUD area but not in this central field of view. This applies in particular to the case in which the vehicle window is a windshield, where double images in transmission are particularly critical. In the central field of view, which does not contain the HUD area, the outside surface and the inside surface of the vehicle window can be essentially parallel. Alternatively, the outside surface and the inside Surface can also be inclined to one another in the central field of vision with a wedge angle, although in contrast to the HUD area, the thickness of the vehicle window increases in the vertical course between its lower edge and its upper edge. With a wedge angle selected in this way, the double images in transmission can be made to overlap or at least their spacing can be reduced so that the effect is less noticeable.

There are various ways of realizing such a total wedge angle that is present in the HUD area but not in the central field of view. If the vehicle pane is a single pane of glass, it is formed with the total wedge angle only in certain areas, with another area, which contains the central field of vision, having a constant thickness or an opposing wedge angle. If, on the other hand, the vehicle window is a composite window, further options are available. The total wedge angle can be present in a single structural element of the composite pane (outer pane, inner pane or intermediate layer), while the other structural elements have a constant thickness. In this case, as in the case of the single pane of glass, said structural element is only formed with the total wedge angle in some areas, another area containing the central field of view having a constant thickness and an opposing wedge angle. Of course, several of the structural elements can also be designed in this way, the total wedge angle in the HUD area being the sum of the individual wedge angles. Alternatively, however, it is also possible that at least one of the structural elements is designed with the wedge angle as a whole, with at least one other structural element having an opposing wedge angle in the central field of vision, which compensates for the wedge angle of the first structural element in the central field of vision, so that the total is a constant thickness of the vehicle window results in the field of vision, or overcompensated so that the sum total is an opposing wedge angle in the field of vision.

If the vehicle window is a windshield, where double vision in transmission is particularly annoying, said central field of vision is preferably field of vision B (for vehicles of category M1) or field of vision I (for vehicles of category M, except for M1 or N) according to ECE -R43. If no central field of vision according to ECE-R43 is defined for the vehicle in question, the HUD area is preferably arranged completely in the upper or lower quarter of the vehicle window, in particular in the upper quarter. In a further embodiment of the invention, the HUD projector irradiates the HUD area from below. This means that the horizontal plane in which the projector is arranged is located closer to the vehicle floor than the horizontal plane in which the HUD area (more precisely the geometric center of the HUD area) is arranged. The projector is located below the HUD area so that its radiation is directed upwards. This refinement is suitable for applications in which the vehicle window still extends into an area above the projector despite the high position of the projector. Such a situation often occurs, for example, in the windshields of trucks which have a box-like cover above the driver to which the projector can be attached so that it is still well below the actual vehicle roof. The windshield extends significantly further in the direction of the vehicle roof, so that the projector can illuminate an area of the windshield from below. The total wedge angle is selected in such a way that the thickness of the vehicle window increases in the vertical course between the lower edge and the upper edge of the HUD area (preferably monotonously) in order to overlay the ghost image with the main image. This thickness profile corresponds to the situation with HUDs in passenger cars, in which the HUD area is also irradiated from below, namely from the area of the dashboard.

In this embodiment, too, the HUD area can be arranged outside a central field of view (see-through area) of the vehicle window. In the central field of view, the outside surface and the inside surface of the vehicle window can be essentially parallel. Alternatively, the outside surface and the inside surface can also be inclined to one another in the central field of view with a wedge angle, the thickness of the vehicle window increasing in the vertical course between its lower edge and its upper edge. The wedge angle in the central field of view can correspond to the total wedge angle of the HUD area. The wedge angle in the central field of view can, however, also be selected independently of the HUD area and, in particular, be optimized to avoid double images in transmission. If the vehicle window is a windshield, where double images in transmission are particularly disturbing, then said central field of vision is preferably field of vision B or I according to ECE-R43.

The HUD projector irradiates the HUD area with a certain angle of incidence, which is measured to the surface normal of the interior-side surface of the inner pane and is determined as the mean value in the geometric center of the HUD area for a mean eyebox window. With conventional HUDs on car windshields, the angle of incidence is around 65 °. In an advantageous embodiment of the invention, the angle of incidence is from 1 ° to 45 ° irradiated, preferably from 5 ° to 35 °, particularly preferably from 5 ° to 25 °.

The total wedge angle in the HUD area is preferably from 0.1 mrad to 1 mrad, particularly preferably from 0.1 mrad to 0.4 mrad, very particularly preferably from 0.15 mrad to 0.35 mrad. This achieves particularly good results. The total wedge angle can be constant in the entire HUD area, which results in a linear change in the thickness of the vehicle window. The overall wedge angle can, however, also be variable, in particular in the vertical course from the lower edge to the upper edge of the HUD area, which results in a non-linear change in thickness. With a variable wedge angle, which is also referred to as a variable wedge angle, an even better superimposition of the ghost image with the main image can be achieved because the wedge angle can be optimized locally, as it were. If the wedge angle is not constant, the tangents on the surfaces are to be used to measure it at a point. In order to achieve the optimal overlap of the ghost image with the main image, the total wedge angle preferably decreases in the vertical course from the lower edge to the upper edge of the HUD area. At the top of the HUD area, the total wedge angle is therefore smaller than at the bottom. The decrease in the total wedge angle is preferably monotonous and can extend over the entire vertical course between the lower edge and the upper edge or even over only a section thereof.

If the vehicle window is a composite window, a variable overall wedge angle can be produced by providing at least one of the structural elements (outer window, inner window, intermediate layer) with a variable wedge angle. The other structural elements can either have a constant wedge angle or no wedge angle. The variable total wedge angle results from the location-dependent sum of the individual wedge angles.

In the case of a variable wedge angle, it is also possible for the total wedge angle to be zero in sections in the HUD area. This will be the case in particular at the upper edge or at the lower edge of the HUD area, depending on whether there is a rising or falling wedge angle. In a first particularly preferred embodiment, the vehicle window is a windshield which is designed as a composite window. The windshield is the window that is facing forward in the direction of travel - it can also be referred to as a front window. The vehicle is in particular a truck, a train or other rail vehicle, an airplane, an agricultural vehicle (for example a harvesting machine such as a combine harvester) or a ship or submarine. The small installation angles according to the invention typically occur in these vehicles. The HUD area is arranged completely outside of a central viewing area, in particular above the central viewing area. The said central field of vision is field of vision B or field of vision I according to ECE-R43. If no central field of vision according to ECE-R43 is defined for the vehicle in question, the HUD area is preferably arranged completely in the upper or lower quarter of the vehicle window, in particular in the upper quarter.

In a first variant of the first particularly preferred embodiment, the HUD projector irradiates the HUD area from above and the overall wedge angle is selected such that the thickness of the vehicle window is vertical between the lower edge and the upper edge of the HUD area (preferably monotonous ) decreases. In the central viewing area, the outside surface and the inside surface are either arranged parallel to one another or inclined to one another in such a way that the thickness of the vehicle window increases (preferably monotonously) in the vertical course between its lower edge and its upper edge.

In a second variant of the first particularly preferred embodiment, the HUD projector irradiates the HUD area from below and the overall wedge angle is selected such that the thickness of the vehicle window extends vertically between the lower edge and the upper edge of the HUD area (preferably monotonous ) increases. In the central viewing area, the outside surface and the inside surface are either arranged parallel to one another or inclined to one another in such a way that the thickness of the vehicle window increases in the vertical course between its lower edge and its upper edge (preferably monotonously), whereby a different wedge angle can be selected than in the HUD -Area to minimize double vision in transmission.

In a second particularly preferred embodiment, the vehicle window is a side window (in particular a rear side window), which is used as a single glass pane or Laminated glass can be formed. The vehicle is in particular a passenger car. The HUD is used in particular as an infotainment or entertainment system so that, for example, films or computer games can be projected onto the side window for the rear occupants of the vehicle. The HUD area is preferably arranged in a central field of view of the side window. The HUD projector irradiates the HUD area from above and the overall wedge angle is selected such that the thickness of the vehicle window decreases (preferably monotonously) in the vertical course between the lower edge and the upper edge of the HUD area.

In a third particularly preferred embodiment, the vehicle window is a rear window which can be designed as a single glass pane or a laminated glass pane. The vehicle is in particular a passenger car, the small installation angles according to the invention typically occurring in SUVs (sport utility vehicles), off-road vehicles, vans, station wagons (station wagons for short), minibuses, mini-cars or other vehicles with notchbacks, hatchbacks or hatchbacks. The HUD is used in particular to project information onto the rear window which the driver can view through the rearview mirror. The HUD area is preferably arranged in a central field of view of the rear window. The HUD projector irradiates the HUD area from above and the overall wedge angle is selected in such a way that the thickness of the vehicle window decreases (preferably monotonously) in the vertical course between the lower edge and the upper edge of the HUD area.

If the vehicle window is a single pane of glass, it is preferably made of soda-lime glass. The same applies to the inner pane and the outer pane in the case of a composite pane. In both cases, however, the panes can in principle also be made of other types of glass (for example borosilicate glass, quartz glass, aluminosilicate glass) or transparent plastics (for example polymethyl methacrylate or polycarbonate).

The thickness of the panes can be freely selected by a person skilled in the art, depending on the requirements in the individual case. In the case of a single pane of glass, the usual thicknesses are from 3 mm to 5 mm. In the case of a composite pane, the thicknesses of the outer pane and the inner pane are usually from 0.5 mm to 4 mm, in particular from 1.0 mm to 3.0 mm. The thickness of wedge-shaped glass panes is measured at the thinnest edge, selected from the top edge and bottom edge. If the vehicle window is a composite window, the intermediate layer is preferably formed by at least one thermoplastic film. The film wedge angle (if present) can be produced by suitable extrusion of the film or by stretching a film with a constant thickness in the initial state, the latter variant being preferred for reasons of cost. Flat foils are more cost-effective than prefabricated wedge foils, so that the production of the vehicle window is less costly. In addition, the overall wedge angle can be optimized very flexibly according to the requirements of the individual case by stretching. For example, manufacturing tolerances when using wedge-shaped disks can be compensated for by the foil wedge angle. The person skilled in the art can subsequently recognize whether a wedge angle is formed by stretching or by extrusion, in particular from the typical thickness profile in the vicinity of the lower edge and / or upper edge. A film that is wedge-shaped in the initial state can also be used, the wedge angle of which is increased by stretching (at least in areas). The intermediate layer can be formed by a single film or by more than one film. In the latter case, at least one of the foils must be designed with the wedge angle if a foil wedge angle is provided. The intermediate layer can also be formed from what is known as an acoustic film, which has a noise-dampening effect. Such films typically consist of at least three layers, the middle layer having a higher plasticity or elasticity than the outer layers surrounding it, for example as a result of a higher proportion of plasticizers. The use of such a sound-absorbing, multilayer film is preferably used to improve the acoustic comfort.

The intermediate layer preferably contains at least polyvinyl butyral (PVB), ethylene vinyl acetate (EVA), polyurethane (PU) or mixtures or copolymers or derivatives thereof, particularly preferably PVB. In a preferred embodiment, the intermediate layer is formed from a PVB film. The intermediate layer preferably has a minimum thickness of 0.3 mm to 1.5 mm, particularly preferably from 0.5 mm to 1.0 mm. The minimum thickness is the thickness at the thinnest point of the intermediate layer. Composite panes with thinner intermediate layers often have too little stability to be used as a vehicle pane. Thermoplastic films, in particular PVB films, are sold in a standard thickness of 0.76 mm. Wedge angles according to the invention can advantageously be introduced from these films by stretching. In the case of individual glass panes or composite panes, the glass panes can be clear and colorless, but also tinted or colored. If the vehicle window is provided as a windshield, the total transmission is preferably greater than 70%. The term overall transmission refers to the procedure for testing the light transmission of motor vehicle windows specified by ECE-R 43, Annex 3, Section 9.1.

The vehicle window can be curved in one or more directions of the space, as is customary for many motor vehicle windows, typical radii of curvature being in the range from approximately 10 cm to approximately 40 m. The vehicle window can also be flat, for example if it is intended as a window for buses, trains, ships or tractors.

The thickness of the vehicle window can be constant in horizontal sections through the HUD area (that is, sections approximately parallel to the upper and lower edges). Then the thickness and wedge angle profile is constant across the width of the HUD area. However, the thickness can also be variable in horizontal sections. Then the thickness is variable not only in the vertical, but also in the horizontal course.

The glass panes, that is to say the individual pane in the case of a single glass pane or the outer pane and the inner pane in the case of a laminated pane, are preferably produced using the float glass process, in particular from soda-lime glass. The glass melt is poured into a liquid tin bath in a continuous process, where it hardens. If the panes are to have a glass wedge angle, these wedge-shaped glasses are typically produced by gripping the viscous, partially cured glass mass at its lateral edges with suitable tools and pulling it outwards essentially perpendicular to the direction of movement of the molten glass. Compared to the production of flat glass, the temperature profile of the float system is changed, which reduces the temperature difference between the center and the edges of the tin bath. The resulting change in the viscosity of the glass mass leads to the formation of the wedge-shaped glass. This results in a float glass with maximum thickness in the central area and a decreasing thickness towards the outside, from which the desired glass panes can be cut out.

A composite pane is produced by laying the outer pane and the inner pane on top of one another with the intermediate layer interposed and then laminating them. The lamination is carried out using customary methods known per se to the person skilled in the art, for example autoclave processes, vacuum bag processes, vacuum ring processes, calender processes, vacuum laminators or combinations thereof. The connection of the outer pane and the inner pane usually takes place under the action of heat, vacuum and / or pressure.

The thermoplastic intermediate layer is formed by at least one thermoplastic film. In an advantageous embodiment, the film is essentially planar in the initial state, so that its main surfaces are essentially parallel to one another. The foil wedge angle is introduced into the intermediate layer by stretching the flat foil. This method is inexpensive and flexible. In principle, however, it is also possible to form the intermediate layer from a wedge-shaped film, the film wedge angle being introduced during production of the film, typically by using suitable extrusion nozzles. In some methods for joining and connecting the panes and the intermediate layer, it can happen that the wedge angle of the intermediate layer is changed by pressing the last pane or pressing the composite. In general, there is an increase in the wedge angle. According to the invention, this can already be taken into account by the choice of the wedge angle of the intermediate layer, for example in such a way that a correction value for the changes in the wedge angle occurring when connecting the components to form a laminated glass is subtracted from the value to be achieved. Alternatively, a correction value can also be taken into account when a reduction in the original wedge value of the intermediate layer occurs in such a way that it is added to the target wedge value for the intermediate layer.

If the vehicle window is to be bent, it is subjected to a conventional bending process, for example by means of gravity bending, press bending and / or suction bending, after it has been made plastically malleable by heating. In the case of composite panes, the outer pane and the inner pane are preferably bent before lamination. It is particularly preferable for the outer pane and the inner pane to be bent congruently together (that is to say at the same time and by the same tool), because this means that the shape of the panes is optimally matched to one another for the subsequent lamination. Typical temperatures for glass bending processes are, for example, 500 ° C to 700 ° C. The invention is explained in more detail below with reference to a drawing and exemplary embodiments. The drawing is a schematic representation and is not true to scale. The drawing does not restrict the invention in any way.

Show it:

1 shows a plan view of an embodiment of the vehicle window of a vehicle according to the invention,

FIG. 2 shows a cross section through the vehicle window according to FIG. 1 as part of the HUD projection arrangement of the vehicle according to the invention,

3 shows an enlarged illustration of a section of the vehicle window according to FIGS. 1 and 2 according to an embodiment according to the invention,

4 shows an enlarged illustration of the detail of the vehicle window according to FIGS. 1 and 2 according to a further embodiment according to the invention,

5 shows a cross section through a vehicle window as part of the HUD

Projection arrangement of a further embodiment of the invention

Vehicle,

6 shows an enlarged illustration of a section of the vehicle window according to FIG. 6 according to an embodiment according to the invention,

7 shows a cross section through a vehicle window as part of the HUD

Projection arrangement of a further embodiment of the invention

Vehicle,

8 shows an enlarged illustration of a detail of the vehicle window according to FIG. 7 according to an embodiment according to the invention, and FIG. 9 shows a cross section through a vehicle window as part of the HUD

Projection arrangement of a further embodiment of the invention

Vehicle.

Figure 1, Figure 2 and Figure 3 each show a detail of an embodiment of the vehicle according to the invention or its HUD projection arrangement. The vehicle is a truck and is equipped with a vehicle window 10 which is a windshield. In the installed position, the upper edge O of the vehicle window 10 points upwards towards the vehicle roof (roof edge), the lower edge U points downwards towards the engine compartment (engine edge). The vehicle window 10 has a central field of vision S, which corresponds to the field of vision I according to ECE-R43. Above the central field of view S, the vehicle window 10 has a HUD area B with a lower edge BU and an upper edge BO. The BU of the HUD area B faces the lower edge U of the vehicle window 10, the upper edge BO of the HUD area B faces the upper edge O of the vehicle window 10. The vehicle window 10 is installed in the vehicle at a positive installation angle β of 12 ° to the vertical.

The vehicle is equipped with a head-up display (HUD). For this purpose, a HUD projector 4 is attached in the roof area, which is aimed at the HUD area B. The HUD projector 4 irradiates the HUD area B from above with an angle of incidence g of 11 ° to the surface normal. As a result, a display image is generated which a viewer 5 located within an eyebox E (in this case in particular the driver) can perceive as a virtual image that is located behind the vehicle window 10 when viewed from him.

The primary reflection of the projector radiation on the interior surface IV of the vehicle window 10 generates the desired HUD display as a virtual image. The non-reflected radiation components penetrate through the vehicle window 10 and are reflected again on its outside surface I (secondary reflection), whereby an offset ghost image can be produced. In order to avoid or at least reduce this disruptive effect, the outside surface I and the inside surface IV are inclined to one another in order to superimpose the two images or at least to reduce their distance from one another.

As can be seen in FIG. 3, the vehicle window 10 consists of an outer pane 1 and an inner pane 2, which are connected to one another via a thermoplastic intermediate layer 3. In the installed position, the outer pane 1 faces the external environment, and the inner pane 2 faces the vehicle interior. The outer pane 1 has an outer surface I which, in the installed position, faces the external environment, and an interior surface II which, in the installed position, faces the interior. Likewise, the inner pane 2 has an outside surface III, which in the installed position faces the external environment, and an inside surface IV which in the installed position faces the interior. The interior surface II of the outer pane 1 is connected to the outer surface III of the inner pane 2 via the intermediate layer 3. The outside surface I of the outside pane 1 forms the outside surface of the entire vehicle window 10. The inside surface IV of the inside pane 2 forms the inside surface of the entire vehicle window 10. The outer pane 1 and the inner pane 2 are made of soda-lime glass, and the intermediate layer 3 is made of a PVB film. In order to realize the inclination of the surfaces I, IV of the vehicle window 10 to one another, the inner window 2 is wedge-shaped at least in the HUD area B - that is, its surfaces III, IV are inclined to one another with a glass wedge angle ac2. The intermediate layer 3 and the outer pane 1 have a constant thickness and parallel surfaces. As a result of the glass wedge angle ac2, the entire vehicle window 10 in the HUD area B has a total wedge angle a _to t, which is designed such that the thickness of the vehicle window extends vertically from the lower edge BU to the upper edge BO of the HUD area B. ("From bottom to top") decreases.

The outer pane 1 has, for example, a thickness of 2.1 mm, the inner pane 2 a thickness (measured at the upper edge) of 1.6 mm. The intermediate layer 3 is formed, for example, from a single PVB film which was provided in the initial state with a constant thickness of 0.76 mm and into which the film wedge angle CXF was introduced by stretching. The foil wedge angle CXF is, for example, 0.05 mrad. The glass wedge angle CX _G 2 is, for example, 0.3 mrad at the lower edge BU of the HUD area B and 0.1 mrad at the upper edge BO and becomes monotonically smaller in the vertical course between the lower edge BU and the upper edge BO.

The problem of ghosting of the HUD can be reduced by decreasing the thickness of the vehicle window 10 from the bottom to the top. However, an amplification of double images can occur, which can be seen in transmission, so that, for example, the headlights of an oncoming vehicle can be seen twice. Such double images can be very disturbing in the central field of view S. However, since the HUD area B is arranged outside the central field of view S, it is possible to provide the total wedge angle a _tot in the HUD area B (and any surrounding areas), but not in the central field of view S. The vehicle window 10 can, for example be designed in such a way that there is no wedge angle in the central field of view S, so that the outside surface I and the inside surface IV are parallel to one another, as is the case with normal windshields. Alternatively, the vehicle window 10 can be designed in such a way that there is an opposing wedge angle in the central field of view S, so that the thickness of the vehicle window 10 decreases from bottom to top. Such wedge angles are suitable for reducing the problem of double images in transmission. The different design of the wedge angle in the HUD area B on the one hand and in the field of view S on the other hand can be achieved, for example, by the fact that the glass wedge angle ac2 only locally in the HUD area Inner pane 2 is provided, while the inner pane 2 has parallel surfaces III, IV in the central field of view S. Alternatively, the entire inner pane 2 can be provided with the glass wedge angle ac2, this glass wedge angle ac2 being compensated or overcompensated in the central field of view S by an opposing wedge angle (for example a film wedge angle of the intermediate layer 3).

FIG. 4 shows a further exemplary possibility of _{realizing the total wedge angle a to} t. Here, the inner pane 2 has a constant thickness, while the outer pane 1 is wedge-shaped with a glass wedge angle aci and the intermediate layer 3 is also wedge-shaped with a foil wedge angle CXF. The glass wedge angle aci and the foil wedge angle otF add up to the total wedge angle a _to t.

The configurations of FIGS. 3 and 4 are to be understood only as examples. The total wedge angle a _tot can be introduced into the vehicle window 10 in any way, with at least one of the three structural elements (outer pane 1, inner pane 2, intermediate layer 3) being designed like a wedge. A plurality of structural elements can also be designed in the manner of a wedge, any combination being conceivable, or even all structural elements.

Figure 5 and Figure 6 each show a detail of a further embodiment of the vehicle according to the invention or its HUD projection arrangement. Here, too, the vehicle is a truck and the vehicle window 10 is its windshield with an installation angle β of 12 °. The HUD area B is also here above the central field of view S. In contrast to FIG. 2, the HUD projector 4 irradiates the HUD area B from below. In order to achieve an effective superimposition of the main image and the ghost image, the total wedge angle a _to t is formed in the opposite direction, namely in such a way that the thickness of the vehicle window extends vertically from the lower edge BU to the upper edge BO of the HUD area B ( "From bottom to top") increases. The total wedge angle a _tot is also achieved here, for example, by a glass wedge angle ac2 of the inner pane 2, while the outer pane 1 and the intermediate layer 3 have a constant thickness and parallel surfaces.

The above exemplary embodiments of FIGS. 1 to 6 are only to be understood as examples. The invention is applicable not only to windshields of trucks and other utility vehicles, but also, for example, to side windows or Rear windows of passenger cars which are installed in the vehicle in a comparatively steep installation position. Such side panes or rear panes can also be designed as composite panes, or also as individual panes of glass, in particular as thermally pre-stressed single pane safety glass.

FIG. 7 and FIG. 8 each show a detail of a further embodiment of the vehicle according to the invention or its HUD projection arrangement. The vehicle is a passenger car and the vehicle window 10 is the side window. The vehicle window 10 is a single pane of glass. The vehicle window 10 consists of a single sheet of soda-lime glass, which is designed like a wedge with a wedge angle, which thus automatically corresponds to the total wedge angle a _to t. The thickness of the vehicle window 10 decreases from bottom to top, which is suitable for a situation in which the HUD projector 4 irradiates the HUD area B from above. Since the HUD area B is typically in the central field of view S in the case of side windows, a different design of the wedge angle in the HUD area B on the one hand and the central field of view S on the other hand is not possible and the vehicle window 10 is preferably essentially completely wedge-shaped with the total wedge angle a _{formed to} t, whereby due to the manufacturing process, edge areas adjacent to the upper edge O and the lower edge U may be excluded. The side pane can also be designed as a composite pane instead of a single pane of glass.

FIG. 9 shows a similar embodiment of the vehicle according to the invention or its HUD projection arrangement as FIG. 7. The vehicle window 10 is a rear window, the viewer 5 being able to perceive the HUD projection via the rearview mirror 6 of the vehicle. The rear window can also be designed either as a single pane of glass or as a composite pane. List of reference symbols:

(10) Vehicle window (1) Outer window

(2) inner pane

(3) thermoplastic intermediate layer

(4) HUD projector

(5) viewer (6) rearview mirror

(O) Upper edge of the vehicle window 10

(U) Lower edge of vehicle window 10 (B) HUD area of vehicle window 10

(BO) Top of the HUD area B

(BU) Lower edge of the HUD area B

(I) outside surface of vehicle window 10 / outside window 1 (II) inside surface of outside window 1

(III) outside surface of the inner pane 2

(IV) interior surface of the vehicle window 10 / the inner window 2 ß installation angle of the vehicle window 10 g angle of incidence of the HU D projector 4 a _tot total wedge angle of the vehicle _{window 10 a d} glass wedge angle of the outer _{window 1 ot G} 2 glass wedge angle of the inner window 2 otF Foil wedge angle of the intermediate layer 3

(E) eyebox

(S) central field of view of the vehicle window 10 Z, Z 'cutouts

Claims

1. A vehicle with a head-up display, comprising a vehicle window (10) with an outside surface (I) and an inside surface (IV) which has a HUD area (B) with a lower edge (BU) and an upper edge (BO), a HUD projector (4) which is aimed at the HUD area (B) and generates a virtual image that a viewer (5) located inside an eyebox (E) can perceive, the vehicle window (10 ) has an installation angle (ß) with an absolute amount less than 40 ° to the vertical, the outside surface (I) and the inside surface (IV) in the HUD area (B) are inclined to one another with a total wedge angle (a _to t) and the HUD projector (4) is arranged above the eyebox (E).

2. Vehicle according to claim 1, wherein the vehicle window (10) is designed as a composite window which has an outer pane (1) with an outside surface (I) and an inside surface (II) and an inner pane (2) with an outside surface (III ) and an interior-side surface (IV), the interior-side surface (II) of the outer pane (1) and the outer-side surface (III) of the inner pane (2) being connected to one another via a thermoplastic intermediate layer (3), and the thickness of the Outer pane (1) in the vertical course between the lower edge (BU) and the upper edge (BO) is variable with a glass wedge angle (aci); and / or the thickness of the inner pane (2) in the vertical course between the lower edge (BU) and the upper edge (BO) is variable with a glass wedge angle (ac2); and / or the thickness of the intermediate layer (3) in the vertical course between the lower edge (BU) and the upper edge (BO) is variable with a foil wedge angle

3. Vehicle according to claim 2, wherein the vehicle window (10) is a windshield and wherein the HUD area (B) is arranged outside of a central field of view (S), which is the field of vision B or the field of vision I according to ECE-R43.

4. Vehicle according to claim 1, wherein the vehicle pane (10) is designed as a single pane of glass, the thickness of which in the vertical course between the lower edge (BU) and the upper edge (BO) is variable with the total wedge angle (a _to t).

5. Vehicle according to one of claims 1 to 4, wherein the HUD projector (4) irradiates the HUD area (B) from above, and wherein the total wedge angle (a _to t) is chosen such that the thickness of the vehicle window (10) decreases in the vertical course between the lower edge (BU) and the upper edge (BO).

6. Vehicle according to claim 5, wherein in a central field of view (S) which does not contain the HUD area (B), the outside surface (I) and the inside surface (IV) are substantially parallel.

7. Vehicle according to claim 5, wherein in a central field of view (S) which does not contain the HUD area (B), the outside surface (I) and the inside surface (IV) are inclined to one another in such a way that the thickness of the vehicle window (10) increases in the vertical course between its lower edge (U) and its upper edge (O).

8. Vehicle according to one of claims 1 to 4, wherein the HUD projector (4) irradiates the HUD area (B) from below, and wherein the total wedge angle (a _to t) is chosen such that the thickness of the vehicle window (10) increases in the vertical course between the lower edge (BU) and the upper edge (BO).

9. Vehicle according to one of claims 1 to 8, wherein the absolute amount of the installation angle (β) is less than 30 °, preferably less than 20 °.

10. Vehicle according to one of claims 1 to 9, wherein the HUD projector (4) irradiates the HUD area (B) with an angle of incidence (g) of 1 ° to 45 °, preferably from 5 ° to 35 °.

11. Vehicle according to one of claims 1 to 10, wherein the total wedge angle (a _tot ) between the lower edge (BU) and the upper edge (BO) of the HUD area (B) is variable.

12. Vehicle according to one of claims 1 to 11, wherein the total wedge angle (a _to t) is from 0.1 mrad to 1 mrad, preferably from 0.1 mrad to 0.4 mrad.

13. A vehicle according to any one of claims 1 to 12, which is a truck

Is a rail vehicle, an airplane, a ship, a submarine or an agricultural vehicle, wherein the vehicle window (10) is a windshield.

14. Vehicle according to one of claims 1 to 12, which is a passenger car, wherein the vehicle window (10) is a side window.

15. Vehicle according to one of claims 1 to 12, which is a passenger car, wherein the vehicle window (10) is a rear window and wherein the viewer (5) can perceive the virtual image via a rearview mirror.