JP2016084019A - View adjustment device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a view adjustment device of a vehicle capable of improving perceptibility of an optical flow in turning travel time.SOLUTION: A view adjustment device 3 of a vehicle V for adjusting an optical flow recognized by a driver via front window glass 2, comprises an advance direction determination part 21 for determining the advance direction of the vehicle V and a visual sense stimulation display mechanism 18 for setting a part of an upper end part of the front window glass 2 as a base and capable of displaying a shielding part 19 on a visual sense stimulation display area S having an apex part P set under the base, and the shielding part 19 is formed so that acute angle side crossing angles θ1 and θ2 between the optical flow recognized by the driver and area boundary lines Ll and Lr of including the apex part P of the visual sense stimulation display area S, become larger than acute angle side crossing angles Θ1 and Θ2 between the optical flow and an upper end part of the front window glass 2 when determining a turning state of the vehicle V.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle visibility adjustment device that adjusts visual information recognized by a driver by displaying visual stimuli.

2. Description of the Related Art Conventionally, it is known that when driving at a high speed, there is a lot of visual information such as an object obtained through the front window glass, so that the driver is given more tension and fatigue than necessary.
The vehicle field of view adjustment device of Patent Document 1 uniformly tilts from the apex set at a position offset from the driver facing position between the driver facing position and the vehicle center position toward both ends in the vehicle width direction. Left and right ridge lines are set, and the visible light transmittance in the lower area is lower than the visible light transmittance in the upper area than the left and right ridge lines, and a parting line corresponding to the left and right ridge lines is formed by the contrast difference. Thereby, in addition to the shielding effect of the lower portion of the front window glass, the fluctuation of the head tilt angle at the time of turning can be suppressed, and the steering disturbance is suppressed by stabilizing the driving posture of the driver.

A technique for guiding the driver's line of sight (gaze point) to a specific range by applying predetermined markings as visual stimuli to the front windshield is also known.
The front windshield for a vehicle disclosed in Patent Document 2 is provided with predetermined marks on the left and right ends of the front window glass, thereby preventing the driver's line of sight from being scattered above the virtual straight line connecting the left and right marks and the driver. The driver's driving sensation is assisted by guiding the user to focus on the lower side of the virtual straight line. In the vehicle front windshield, the driver can pay stable attention on the road surface in order to prevent the driver from displacing the line of sight in the sky above the virtual straight line.

In recent years, optical flow has been widely used as an image processing analysis technique.
The optical flow is a movement (velocity) vector that indicates how much the object (attention point) moves between frames in a continuous and time-series image.
As a typical optical flow generation method, a method based on a gradient method is well known. In this gradient method, the value of an unknown variable representing an optical flow is calculated using one basic constraint equation and another constraint equation as constraints.
On the other hand, since the peripheral visual field of a person is more discriminating than the central visual field with respect to movement and blinking of an object, the driver views the optical flow in the field of view cut out by the frame of the windshield. The optical flow visualized by the driver's peripheral vision can be used as an evaluation index of the sense of speed actually recognized by the driver.

JP 2005-75188 A JP 2008-222204 A

Visual information occupies about 90% of information that a driver can recognize when driving.
A driver with a sufficiently high driving skill pays attention to the target point that is the source of the optical flow or the clipping point, and steers the vehicle along the optical flow through the front window glass, so that the target can be safely and as short as possible. You can reach the point.
In the case of such driving, since there are few eye movements for stabilizing the line of sight, the load relating to visual information processing is small, and the frequency of line-of-sight correction operations is low. Thereby, the recognition of the optical flow by the driver is further improved, and the positive cycle circulates.
On the other hand, drivers who do not have high driving skill tend to look down the road surface near the vehicle with a low gaze, so the gaze point does not match the target point (such as the spring point), and the eye movement increases. The load of visual information processing is large, and the frequency of line-of-sight correction operations also increases. Thereby, the recognition of the optical flow by the driver is reduced, and the negative cycle is circulated.

Driving with low driving skill by consciously raising the driver's gazing point upward by forming a visual stimulus on the upper end side portion of the front window glass like the vehicle front window glass of Patent Document 2 Even an expert can expect proper practice of driving.
However, there is a possibility that the recognition of the optical flow cannot be sufficiently improved when the vehicle turns while the driver's gazing point is consciously raised.
The present inventor has found that, when the vehicle is turning, a secondary component of optical flow, so-called noise, is generated at the upper end portion of the front window glass, which causes a reduction in optical flow recognition.

Based on FIG. 8, the multiple components of the optical flow that the driver visually recognizes will be described.
As shown in FIG. 8, when the vehicle turns left, an optical flow F on the outer side in the turning radius direction, an optical flow G on the inner side in the turning radius direction than the optical flow F, and a plurality of optical flows Is recognized by the driver.
A point on the optical flow G where the optical flow F is discontinuously interrupted by the upper end portion of the front window glass W and Fa disappears, and when the disappearance timing is ta, the point on the optical flow G that is simultaneously generated and synchronized with the point Fa from the source point A Ga has not yet disappeared at the time point ta, and continues to move along the optical flow G even after the point Fa disappears.
The point Ga disappears by the upper end portion of the windshield W at a time tb when a predetermined time has elapsed from the disappearance timing ta of the point Fa.
That is, since the point Fa and the point Ga are simultaneously generated and synchronously moved, a manifestation motion from the point Fa to the point Ga due to the difference in disappearance time (tb−ta) appears, and the driver receives an optical flow. It is presumed that the F, G complex component Fi is illusioned.

  That is, by raising the driver's gazing point upward in order to improve the recognition of the optical flow, when the vehicle turns, the driver can detect the multiple components of the optical flow present in the upper end portion of the windshield ( Noise), and as a result, involuntary movement occurs in the driver's eyeball. Therefore, the load related to visual information processing associated with involuntary movement increases, which hinders the improvement of optical flow cognition.

  An object of the present invention is to provide a vehicle field of view adjustment device and the like that can improve the recognition of an optical flow during turning.

  The vehicle field of view adjustment device according to claim 1 is a vehicle field of view adjustment device that adjusts visual information recognized by a driver through a front window glass, a traveling direction determination unit that determines a traveling direction of the vehicle, and the front Visual stimulus display means capable of displaying a visual stimulus in a stimulus display area having a part of the upper end of the window glass at the bottom and having a top set below the bottom, and the turning state of the vehicle is determined. The acute angle crossing angle between the visual information recognized by the driver and the region boundary line including the top of the stimulus display region is larger than the acute angle crossing angle between the visual information and the upper end of the front window glass. As described above, the visual stimulus is formed.

In this field of view adjustment device for a vehicle, the driver's gaze point is displayed in order to display a visual stimulus in a stimulus display area having a part of the upper end portion of the front window glass at the bottom side and a top portion set below the bottom side. Can be attracted upwards.
As for the visual stimulus, the acute angle crossing angle between the visual information recognized by the driver and the region boundary line including the top of the stimulus display region is larger than the acute angle crossing angle between the visual information and the upper end of the windshield. Therefore, the disappearance time difference between the visual information outside the turning radius and the visual information inside the turning radius moving simultaneously and synchronously can be reduced, and the occurrence of the optical flow complex component itself can be suppressed.

According to a second aspect of the invention, there is provided the meter hood according to the first aspect of the invention, wherein the meter hood is formed so as to bulge upward from the upper end side portion of the instrument panel, and the top of the meter hood is physically based on the driver's seat. It is characterized in that it is formed at a position in the vehicle width direction corresponding to the front direction.
Thereby, the driver | operator can make the top part of a meter hood the mark for driving | running | working at the time of a straight drive, and the cognitive property of an optical flow can be improved.

According to a third aspect of the present invention, in the first or second aspect of the invention, when the turning state of the vehicle is determined, the visual stimulus display means sets the top of the stimulus display area from a position corresponding to the physical front direction. Is also characterized in that it is moved in the direction opposite to the turning direction.
With this configuration, it is possible to delay the optical flow disappearance timing to improve the recognition of the optical flow by the driver, and to suppress the occurrence of the multiple components of the optical flow.

The invention of claim 4 is characterized in that, in the invention of claim 3, the visual stimulus display means increases the amount of movement of the top of the stimulus display region as the running speed is higher or the turning radius is smaller. .
As a result, the higher the traveling speed or the smaller the turning radius, the more the optical flow disappearance timing can be delayed to improve the recognition of the optical flow by the driver.

The invention of claim 5 is the invention according to any one of claims 1 to 4, wherein the visual stimulus display means moves the shielding portion displayed in the stimulus display area in the vehicle width direction. .
With this configuration, it is possible to increase the time required for the driver to view the optical flow when turning with a simple configuration, and to improve the recognition of the optical flow.

  According to the visual field adjustment device for a vehicle of the present invention, the recognizability of an optical flow during turning can be improved.

It is the figure which looked at the vehicle body front of the vehicle which concerns on Example 1 from the vehicle interior side. It is a top view of the vehicle interior side. It is a block diagram of a visual field adjustment apparatus. It is a display example of a visual stimulus, (a) is a display form at the time of straight running, (b) is a display form at the time of left turn running, (c) is a display form at the time of right turn running. It is a model figure showing the optical flow at the time of left turn driving. It is a display example of the visual stimulus which concerns on Example 2, Comprising: (a) is a display form at the time of straight running, (b) is a display form at the time of left turn driving, (c) is a display form at the time of right turn driving. is there. 10 is a display example of a visual stimulus according to the third embodiment. It is explanatory drawing which concerns on the secondary component of the optical flow at the time of left turn driving | running | working.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The following description exemplifies a case where the present invention is applied to a vehicle, and does not limit the present invention, its application, or its use.

Embodiment 1 of the present invention will be described below with reference to FIGS.
As shown in FIGS. 1 to 3, in this embodiment, a roof panel (not shown), a pair of left and right roof side rails (not shown) extending in the front-rear direction, and a pair of left and right front pillars extending in the up-down direction. 1 and a vehicle V provided with a front window glass 2 mounted between the pair of left and right front pillars 1 and a field adjustment device 3 for adjusting the field of view recognized by the driver through the front window glass 2. This will be described as an example.

The upper end side portion of the front window glass 2 is composed of a light control glass whose transmittance can be selectively changed in a predetermined region.
The upper end portion of the front window glass 2 is configured so that the transmittance can be changed by electrically changing the optical characteristics of the liquid crystal layer with a liquid crystal layer sandwiched between two transparent substrates, for example. The liquid crystal layer is controlled by an ECU (Electronic Control Unit) 10 of the visibility adjusting device 3. An EL (electroluminescence) layer may be employed instead of the liquid crystal layer.

A right driver's seat 4 on the front side of the passenger compartment and a passenger seat 5 mounted with a console box disposed between the driver's seat 4 and a rear seat on the rear side are provided. A sheet (not shown) is mounted. An instrument panel 6 extending in the vehicle width direction is installed in front of the driver seat 4 and the passenger seat 5.
The right side portion of the instrument panel 6 is provided with a plurality of meters and the like, and a partial arc-shaped meter hood 6a is provided on the upper portion of these meters and the like in a longitudinal sectional view projecting upward and rearward. A steering wheel 7 for steering is provided between the meter hood 6 a and the driver seat 4. Hereinafter, the front-rear direction of the vehicle body is referred to as the front-rear direction, and the left-right direction of the vehicle body is described as the left-right direction.

As shown in FIG. 2, the driver's seat 4, the meter hood 6a and the steering wheel 7 have an extension line E between the center 4p of the driver's seat 4 in the vehicle width direction, the top 6p of the meter hood 6a, and the top 7p of the steering wheel 7. It arrange | positions so that it may be arrange | positioned above. The extension line E extends in the same direction as the vehicle body center line extending in the physical front direction of the vehicle V.
Since the driver's seat 4 is disposed along the extension line E, the driver's line of sight is set so as to face the physical front of the vehicle V when the driver is seated on the driver's seat 4. .

When the vehicle V is turning, the visibility adjusting device 3 uses the shielding portion 19 (visual stimulus) for guiding the driver's line of sight upward, and the disappearance timing t1 of the optical flow F outside the turning radius and the turning radius inside. The difference in disappearance time from the disappearance timing t2 of the optical flow G is reduced (see FIG. 5).
The visual field adjustment device 3 includes an ECU 10. The ECU 10 is an electronic control unit including a CPU, a ROM, a RAM, and the like, and performs various arithmetic processes by loading an application program stored in the ROM into the RAM and executing it by the CPU.

As shown in FIG. 3, the ECU 10 electrically connects the driving operation unit 11, the steering angle sensor 12, the speed sensor 13, the yaw rate sensor 14, the acceleration sensor 15, the vehicle traveling unit 16, the liquid crystal driver unit 17, and the like. Connected.
The driving operation unit 11 includes operation devices such as an accelerator pedal (not shown) and a brake pedal (not shown). The driving operation unit 11 outputs an operation amount input by the driver to the ECU 10.
The steering angle sensor 12 is a sensor that detects the steering angle of the steering wheel 7 operated by the driver, and the speed sensor 13 is a sensor that detects the actual traveling speed of the vehicle V. The yaw rate sensor 14 is a sensor that detects the yaw rate of the vehicle V, and the acceleration sensor 15 is a sensor that detects the acceleration of the vehicle V. These sensors 12-15 output each detection result to ECU10.

The vehicle travel unit 16 is a drive mechanism or a steering mechanism for executing travel control of the vehicle V.
The vehicle traveling unit 16 includes an engine control unit, a steering actuator, a brake actuator, a shift actuator, and the like (all not shown). The vehicle traveling unit 16 performs traveling control of the vehicle V in accordance with the output signal of the ECU 10.

The liquid crystal driver unit 17 supplies the necessary voltage to the liquid crystal layer of the stimulus display region S provided on the upper end side portion of the front window glass 2 to thereby change the transmittance of the stimulus display region S from 100% to 0%. It is configured to be changeable. The stimulus display area S includes a base portion Q, R at the right end portion of the upper end portion of the front window glass 2, a base between the base portions Q, R, and a top portion P below the center portion of the base. It is formed in an equilateral triangular shape.
The liquid crystal driver unit 17 forms an isosceles triangular shielding unit 19 (visual stimulus) by setting the transmittance of the stimulus display region S to 0%. The shielding unit 19 shields the driver's field of view through the front window glass 2. Here, the front window glass 2 including the liquid crystal layer and the liquid crystal driver unit 17 correspond to the visual stimulus display mechanism 18 (visual stimulus display means).

As shown in FIG. 3, the ECU 10 includes a travel direction determination unit 21 (travel direction determination means), a travel speed determination unit 22, a travel control unit 23, a display control unit 24, and the like.
The traveling direction determination unit 21 determines the traveling direction of the vehicle V based on the output of the steering angle sensor 12 and determines the turning radius based on the outputs of the speed sensor 13 and the yaw rate sensor 14.
The traveling speed detection unit 22 determines the traveling speed of the vehicle V based on the output of the speed sensor 13.

  The travel control unit 23 sets a target output of the engine based on the depression amount of the accelerator pedal operated by the driver, and sets a target operation amount of the shift actuator based on the depression amount of the accelerator pedal and the traveling speed of the vehicle V. ing. Further, the travel control unit 23 sets a target operation amount of the steering actuator based on the output of the steering angle sensor 12, and sets a target operation amount of the brake actuator based on the depression amount of the brake pedal.

When the turning state of the vehicle V is determined, the display control unit 24 is more opposite to the turning direction than the position C (hereinafter referred to as the driver facing position C) where the top portion P of the stimulus display area S corresponds to the physical front direction. The visual stimulus display mechanism 18 is controlled to move in the direction.
As shown in FIG. 4 (a), during straight traveling, the display control unit 24 arranges the top portion P directly above the driver facing position C, and sets the left region boundary line Ll by a straight line connecting the top portion P and the base portion Q. The stimulus display region S is set by forming a right region boundary line Lr with a straight line connecting the top portion P and the base portion R. And the shielding part 19 is displayed by making the transmittance | permeability of this stimulus display area S 0%. Thereby, the top part P of the shielding part 19 and the top part 6p of the meter hood 6a constitute a mark for straight running, and the driver's line of sight is guided upward by stimulation by the shielding part 19.

As shown in FIG. 4B, during left turn traveling, the display control unit 24 horizontally moves the stimulus display region S so that the top P is located on the right side of the driver facing position C, and this stimulus display. The shielding part 19 moved to the right is displayed by setting the transmittance of the region S to 0%.
Further, as shown in FIG. 4C, during the right turn traveling, the display control unit 24 horizontally moves the stimulus display region S so that the top portion P is located to the left of the driver facing position C. The shielding part 19 moved to the left is displayed by setting the transmittance of the stimulus display area S to 0%.
In the display control unit 24, the higher the traveling speed of the vehicle V and the smaller the turning radius, the greater the separation distance in the left and right (horizontal) direction between the extension line connecting the driver facing position C and the top 6p and the top P. The stimulus display area S is moved so that In addition, the movement locus | trajectory of the top part P is set so that it may become a horizontal straight line. Further, the maximum separation distance between the extension line connecting the driver facing position C and the top portion 6p and the top portion P is for the purpose of coexistence of suppressing reduction in the fusion rate of the right eye caused by the right front pillar 1 and preventing discomfort. About 3 cm is preferable in the left-right direction.

Next, the operation and effect of the field of view adjustment device 3 for the vehicle V according to the present embodiment will be described.
The principle of the present invention will be described using an example in which the vehicle V is turning left.
As shown in FIG. 5, during left-turning, a spring point A exists at the left end portion of the front window glass 2, and optical flows F, G, etc. appear from the spring point A in the clockwise direction.
The middle part of the optical flow F is interrupted and disappears by the left region boundary line Ll. Similarly, the middle part of the optical flow G inside the turning radius inside the optical flow F is interrupted and disappears by the left region boundary line Ll. Yes.

  In the optical flow F, the point disappeared by the left region boundary line Ll is F1, the disappearance timing when the point F1 disappears is t1, out of the intersection angles of the optical flow F and the left region boundary line Ll, the acute side crossing angle is θ1, and the spring point A point on the optical flow G that was simultaneously generated and synchronously moved from the point A to the point F1 is G1, a disappearance timing at which the point G1 disappears is t2, and an acute side crossing of the crossing angles of the optical flow G and the left region boundary line Ll Assume that the angle is θ2. As a comparative example in which the shielding portion 19 is omitted, the point disappeared by the upper end portion of the front window glass 2 in the optical flow F is Fa, the disappearance timing at which the point Fa disappears is ta, the upper end of the optical flow F and the front window glass 2 The acute angle of the crossing angle with the head is Θ1, the point on the optical flow G that has been generated and synchronized with the point Fa from the source point A is Ga, the disappearance timing at which the point Ga disappears is tb, and the optical flow Of the crossing angles between G and the upper end of the front window glass 2, the acute side crossing angle is assumed to be Θ2.

The left region boundary line Ll is formed so that the relational expression of the acute angle crossing angle Θ1 <θ1 (Θ2 <θ2) is established, in other words, the disappearing point G1 is below the disappearing point F1. Therefore, the disappearance time difference (t2−t1) due to the left region boundary line Ll using the shielding portion 19 compared to the disappearance time difference (tb−ta) due to the upper end portion of the front window glass 2 from which the shielding portion 19 is omitted. ) Can be reduced.
Further, since the resolution of the human eye is normally 50 to 100 ms, the gradient of the left region boundary line Ll is set so that the disappearance time difference (t2−t1) is less than 100 ms.
As a result, the appearance of the apparent motion from the point F1 to the point G2 is suppressed visually, and the occurrence of the multiple components Fi (see FIG. 8) of the optical flows F and G is suppressed.
When the vehicle is turning right, the right region boundary line Lr achieves the same function as the left region boundary line Ll.

According to the field of view adjusting device 3 for the vehicle V, the shielding portion 19 is displayed in the stimulus display area S having the top portion P set below the bottom side and a part of the upper end portion of the front window glass 2 as the bottom side. Therefore, the driver's gazing point can be attracted upward.
The shielding unit 19 has the acute side crossing angles θ1 and θ2 between the optical flows F and G recognized by the driver and the region boundary line Ll (Lr) including the apex P of the stimulus display region S as visual information and the front window glass 2. Since it is formed to be larger than the acute angle crossing angles Θ1 and Θ2 with the upper end of the lens, the disappearance time difference between the simultaneous and synchronously moving visual information outside the turning radius and the visual information inside the turning radius can be reduced. Further, the generation of the secondary components of the optical flows F and G can be suppressed. Therefore, the involuntary movement of the eyeball is reduced, the load relating to visual information processing can be reduced, and the frequency of line-of-sight correction operations is low, so that the recognition of the optical flow by the driver can be further improved.

  A meter hood 6 a formed so as to bulge upward from the upper end side portion of the instrument panel 6, and a top portion 6 p of the meter hood 6 a in the vehicle width direction corresponding to the vehicle body center line direction with respect to the driver seat 4. Since it is formed at the position, the driver can use the top portion 6p of the meter hood 6a as a mark for traveling during straight traveling, and the recognition of the optical flows F and G can be improved.

When the turning state of the vehicle V is determined, the visual stimulus display mechanism 18 moves the top portion P of the stimulus display area S in the direction opposite to the turning direction from the driver facing position C, so that the optical flows F and G disappear. The timing can be delayed to improve the recognition of the optical flows F and G by the driver, and the generation of the secondary components of the optical flows F and G can be suppressed.
In particular, when the meter hood 6a is bulging upward from the upper end side portion of the instrument panel 6, the space between the shielding portion 19 and the meter hood 6a becomes narrow, but the shielding portion 19 is moved in the direction opposite to the turning direction. Thus, the existence time of the optical flows F and G visually recognized by the driver can be increased.

  The visual stimulus display mechanism 18 increases the amount of movement of the top portion P of the stimulus display area S as the traveling speed is higher or the turning radius is smaller. Therefore, as the traveling speed is higher or the turning radius is smaller, the optical flow F, The recognition timing of the optical flows F and G by the driver can be improved by delaying the disappearance timing of G.

  Since the visual stimulus display mechanism 18 moves the shielding part 19 displayed in the stimulus display area S in the vehicle width direction, the visual flow by the driver of the optical flows F and G during a turning run can be increased with a simple configuration. And the recognition of the optical flows F and G can be improved.

Next, the visual field adjustment apparatus according to the second embodiment will be described with reference to FIGS. 6 (a) to 6 (c). In addition, the same code | symbol is attached | subjected to the member similar to Example 1. FIG.
The stimulus display area S of the first embodiment is a fixed shape isosceles triangle set so that the movement trajectory of the apex P passes on a horizontal straight line, whereas the stimulus display area SA of the second embodiment is The base connecting the base QA and the base RA is fixed, and only the top PA is configured to be movable.

  As shown in FIG. 6 (a), during straight traveling, the display control unit 24A arranges the top portion P directly above the driver facing position C, and sets the left region boundary line Ml by a straight line connecting the top portion PA and the base portion QA. By forming the right region boundary line Mr with a straight line connecting the top portion PA and the base portion RA, an isosceles triangle shaped stimulus display region SA is set. The shielding portion 19A is displayed by setting the transmittance of the stimulus display area SA to 0%. Thereby, the top part PA of the shielding part 19A and the top part 6p of the meter hood 6a constitute a mark for straight traveling, and the line of sight of the driver is attracted upward by the shielding part 19A.

  As shown in FIG. 6B, during left turn traveling, the display control unit 24A moves along the partial arc B so that the top portion PA is located on the right side of the driver facing position C. The shielding part 19A is displayed by setting the transmittance of the stimulus display area SA in which the left area boundary line Ml is longer than the boundary line Mr to 0%. Further, as shown in FIG. 6C, during right turn traveling, the display control unit 24A moves along the partial arc B so that the top portion PA is located on the left side of the driver facing position C. The shielding part 19A is displayed by setting the transmittance of the stimulus display area SA in which the right area boundary line Mr is longer than the left area boundary line Ml to 0%.

The top portion PA of the stimulus display area SA is moved so that the separation distance from the extension line connecting the driver facing position C and the top portion 6p of the meter hood 6a increases as the traveling speed increases or the turning radius decreases. The distance from the extension line connecting the driver facing position C and the top portion 6p of the meter hood 6a is controlled to move downward.
According to the second embodiment, in addition to the effects of the first embodiment, since the base connecting the base portion QA and the base portion RA is fixed, it is possible to reduce the display control load of the shielding portion 19A.
In addition, the higher the traveling speed or the smaller the turning radius, the larger the area of the shielding portion 19A, and the difference in optical flow disappearance time can be reduced while attracting the driver's gazing point upward.

Next, a visual field adjustment apparatus according to Embodiment 3 will be described with reference to FIG. In addition, the same code | symbol is attached | subjected to the member similar to Example 1. FIG.
In Example 1, a left region boundary line Ll is formed by a straight line connecting the top portion P and the base portion Q, and a right region boundary line Lr is formed by a straight line connecting the top portion P and the base portion R, thereby setting the stimulus display region S. On the other hand, in Example 3, the left region boundary line Nl is formed by the curved line connecting the top portion PB and the base portion QB, and the right region boundary line Nr is formed by the curved line connecting the top portion PB and the base portion RB. A display area SB is set. The left region boundary line Nl and the right region boundary line Nr are formed so as to protrude downward.

The display control unit 24B horizontally moves the stimulus display area SB so that the top portion PB is located on the right side of the driver facing position C during the left turn traveling, and the top PB is the driver facing position during the right turning traveling. The stimulus display area SB is horizontally moved so as to be located to the left of C.
As a result, the difference in optical flow disappearance time can be further reduced even when the amount of movement of the stimulus display area SB is small compared to the case where the area boundary lines Ll and Lr are formed in a straight line.

Next, a modified example in which the embodiment is partially changed will be described.
1) In the above embodiment, the example in which the transmittance of the stimulus display area can be changed from 100% to 0% has been described. However, the transmittance is configured to be a ratio at which the outside world can be visually recognized, for example, 30%. It may be configured. Further, the higher the traveling speed or the smaller the turning radius, the more the top of the stimulus display area is moved in the direction opposite to the turning direction than the position corresponding to the physical front direction, and the transmittance of the stimulus display area is increased with the movement. It is also possible to configure it to be lowered. The color of the shielding part may be other than black, and may be changed according to the amount of movement.
When the transmittance of the stimulus display area is reduced, the driver's line of sight is attracted to the stimulus display area, so that the top of the stimulus display area is set as the turning direction so as to increase the existence time of the optical flow visible to the driver. It is preferable to move in the opposite direction.

2) In the above embodiment, the example has been described in which the stimulus display area is translated in the left-right direction or the bottom is fixed and the top is moved up, down, left, and right. You may move a top part below so that it may be proportional to the movement amount of the left-right direction.
Accordingly, the driver's line of sight can be drawn to the stimulus display area without reducing the optical flow that can be visually recognized by the driver in the stimulus display area.
Moreover, although the example which formed the movement locus | trajectory of the top part in the partial circular arc shape was demonstrated, you may form the movement locus | trajectory of a top part in curve shape.

3) In the above-described embodiment, the example in which the stimulus display area is basically formed in a triangular shape has been described. However, it is sufficient to provide at least a top portion that protrudes downward so as to attract the driver's line of sight. May be. Further, the shape of the stimulus display area may be changed according to the amount of movement. In this case, the curvature and shape of the region boundary line are set so that the optical flow disappearance time difference is reduced.

4) In the above-described embodiment, an example in which the visual stimulus is formed by the light control glass whose transmittance can be selectively changed in a predetermined region has been described. However, it is sufficient that at least the driver's line of sight can be attracted and is movable. It is also possible to use a simple film sheet, a head-up display capable of projecting on the front window glass, or the like.

5] In addition, those skilled in the art can implement the present invention in a form in which various modifications are added to the above-described embodiment or a combination of the above-described embodiments without departing from the spirit of the present invention. Various modifications are also included.

2 Front window glass 3 Visibility adjustment device 4 Driver's seat 6a Meter hood 18 Visual stimulus display mechanism 19, 19A, 19B Shielding portion 21 Traveling direction determination unit 24 Visual stimulus display mechanism S, SA, SB Stimulus display region P, PA, PB Top θ1, θ2 (Visual stimulus display area) Intersection angle Θ1, Θ2 (Front window glass) Intersection angle V Vehicle

Claims (5)

In the vehicle field of view adjustment device that adjusts the visual information recognized by the driver through the front windshield,
Traveling direction determination means for determining the traveling direction of the vehicle;
A visual stimulus display means capable of displaying a visual stimulus in a stimulus display area having a top portion set below the bottom side and a part of the upper end portion of the front window glass as a base,
When the turning state of the vehicle is determined, the acute side crossing angle between the visual information recognized by the driver and the region boundary line including the top of the stimulus display region is the difference between the visual information and the upper end of the front window glass. A visual field adjustment device for a vehicle, wherein the visual stimulus is formed to be larger than an acute angle side crossing angle. A meter hood formed to bulge upward from the upper end side portion of the instrument panel,
2. The vehicle field of view adjustment device according to claim 1, wherein the top of the meter hood is formed at a position in the vehicle width direction corresponding to the physical front direction with respect to the driver's seat.   The visual stimulus display means, when the turning state of the vehicle is determined, moves the top of the stimulus display area in a direction opposite to the turning direction from a position corresponding to the physical front direction. Item 3. The vehicle field adjustment device according to Item 1 or 2.   4. The vehicle visual field adjustment device according to claim 3, wherein the visual stimulus display means increases the amount of movement of the top of the stimulus display region as the traveling speed is higher or the turning radius is smaller.   The vehicle visual field adjustment device according to any one of claims 1 to 4, wherein the visual stimulus display means moves a shielding portion displayed in the stimulus display area in a vehicle width direction.