JP2019032893A - Vehicle information projection system and vehicle information projection method - Google Patents

Abstract

To provide a vehicle information projection system capable of efficiently projecting vehicle information on a rear vehicle.SOLUTION: A vehicle information projection system is provided with: an imaging part 103 which can image a road existing in front of a vehicle; a display mechanism 100 which can project vehicle information WR in a display range to be set at a part of a windshield 101 of the vehicle to display the vehicle information WR in the display range so that a virtual image V of the vehicle information overlaps with an actual landscape from the viewpoint of a driver of the vehicle; a rear vehicle information acquisition part 360 which can acquire rear vehicle information representing that a rear vehicle exists behind the vehicle; lane change information acquisition parts 320, 330, 340, 370 which can acquire lane change information representing that the vehicle changes lanes from a driving lane of the vehicle to an adjacent lane which is adjacent to the driving lane; and a processing part P which determines an attention degree of the rear vehicle on the basis of the rear vehicle information and the lane change information. The virtual image of the vehicle information WR the vehicle information of which also includes the attention degree overlaps with a boundary line WL2 between the traveling lane L2 and the adjacent lane L1.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a system (vehicle information projection system) for projecting information (vehicle information) about a vehicle and a method (vehicle information projection method).

  For example, Patent Document 1 discloses a vehicle display device as a vehicle information projection system, and the vehicle display device projects a degree of attention of a road ahead of the vehicle onto a windshield (windshield) of the vehicle. Can do. Specifically, for example, when there is an intersection in the front of the vehicle where a stop restriction is provided, the display device for the vehicle is temporarily used as a road having a high degree of caution, for example, in a traveling lane in which the vehicle is traveling. A portion in front of the temporary stop line corresponding to the stop regulation (a part of the traveling lane) can be determined. Moreover, the display apparatus for vehicles can determine the opposite lane adjacent to the traveling lane as a road having a high degree of attention. Furthermore, the vehicular display device can determine another road (intersection road) that intersects the traveling lane at the intersection as a road having a high degree of attention. Next, the vehicle display device disclosed in Patent Document 1 has a windshield so that a road having a high degree of attention (for example, a part of a traveling lane, an opposite lane, and an intersecting road) has, for example, a red color from the viewpoint of the driver of the vehicle. It is possible to project a display image (attention level of the road ahead of the vehicle).

  Here, the range of red light projected on the windshield, that is, the shape of the red display image displayed on the windshield, coincides with the shape of the road having a high degree of attention. In other words, depending on the shape (position) of a road having a high degree of attention as a landscape or a road having a high degree of attention in real space, the shape of the red display image displayed on the windshield (projected on the windshield) The range of red light) is determined, and the virtual image of the red display image is superimposed on a road having a high degree of attention from the driver's viewpoint. Such projection or display of vehicle information representing the degree of attention on the windshield is generally called a head-up display (HUD) by those skilled in the art. Note that in the vehicle display device disclosed in Patent Document 1, a future travel locus of the vehicle may be projected or displayed as a road having a high degree of attention (a part of the travel lane).

JP-A-2005-202787

  In the vehicle display device disclosed in Patent Document 1, since the attention level of the road ahead of the vehicle is projected somewhere on the entire windshield of the vehicle, the display range in which the attention level is projected onto the windshield is the windshield. Therefore, the display range is widened or enlarged. However, in order to widen or enlarge the display range on the windshield, the space of the display (projector) mounted or installed on the dashboard (instrument panel) of the vehicle becomes large. In other words, the space is generally limited by the type of vehicle, and the display range on the windshield is limited to a part of the windshield.

  In addition, when the display range on the windshield is widened or enlarged, the manufacturing cost of the vehicle display device (vehicle information projection system) including a display that determines the display range increases. In other words, in order to suppress an increase in the manufacturing cost of the display device, the display range of the windshield may be limited to a part of the windshield.

  When the display range on the windshield is limited to a part of the windshield, it is difficult for the driver of the vehicle to recognize a landscape in which the projection or display of the degree of attention on the vehicle display device of Patent Document 1 overlaps. In other words, when the display range on the windshield is limited to a part of the windshield, the amount of information resulting from the projection or display of the attention level on the vehicle display device of Patent Document 1 is limited or reduced. The projection or display of the degree of attention needs to be performed efficiently.

  In addition, in the vehicle display device disclosed in Patent Document 1, the attention level of the road ahead of the vehicle is projected somewhere on the entire windshield of the vehicle. The degree of attention of the rear vehicle (rear vehicle) is not projected on the windshield.

  One object of the present invention is to provide a vehicle information projection system capable of efficiently projecting vehicle information such as a degree of caution and a warning degree of a rear vehicle. Other objects of the present invention will become apparent to those skilled in the art by referring to the aspects and best embodiments exemplified below and the accompanying drawings.

  In the following, in order to easily understand the outline of the present invention, embodiments according to the present invention will be exemplified.

In the first aspect, the vehicle information projection system includes:
The vehicle information is projected onto a display range set in a part of the windshield of the vehicle, and the vehicle information is displayed in the display range so that a virtual image of the vehicle information overlaps an actual landscape from the viewpoint of the driver of the vehicle. A display mechanism that is displayable;
A rear vehicle information acquisition unit capable of acquiring rear vehicle information indicating that a rear vehicle is present behind the vehicle;
Lane change information acquisition unit capable of acquiring lane change information indicating that the vehicle changes from a travel lane of the vehicle to an adjacent lane adjacent to the travel lane across a boundary line;
A processing unit for determining a degree of attention of the rear vehicle based on the rear vehicle information and the lane change information;
A vehicle progress information acquisition unit capable of acquiring information related to the traveling direction of the vehicle;
A steering angle sensor capable of acquiring, as vehicle travel information, steering angle information indicating that the steering handle of the vehicle is operated;
With
The vehicle information includes first vehicle information including the degree of caution, and second vehicle information that changes according to the steering angle information,
The processing unit can generate the first vehicle information and the second vehicle information so that the first vehicle information and the second vehicle information are displayed in the display range.
The processing unit can generate the second vehicle information having a straight traveling property so that the virtual image of the second vehicle information rotates within the display range as the operation amount of the steering wheel increases. Yes,
When the operation amount reaches a predetermined amount, the processing unit is capable of generating the second vehicle information in a different display format instead of the second vehicle information having the straight traveling property. Vehicle information projection system.

  In a 1st aspect, the vehicle information projection system which can project the vehicle information of a back vehicle efficiently is provided.

In a third aspect, the vehicle information projection method includes:
Detecting a vehicle behind the vehicle,
Detecting that the vehicle is scheduled to change from a travel lane of the vehicle to an adjacent lane adjacent to the travel lane;
Determining the degree of caution of the rear vehicle before the vehicle finishes changing from the travel lane to the adjacent lane;
Projecting vehicle information whose display position changes according to the steering operation amount of the vehicle onto a display range set in a part of the windshield of the vehicle, and when the operation amount reaches a predetermined amount, Changing the display format of the vehicle information.

  In the third aspect, the vehicle information projection method is capable of efficiently projecting vehicle information of the rear vehicle.

  Those skilled in the art will readily understand that the illustrated embodiments according to the present invention can be further modified without departing from the spirit of the present invention.

1 shows a schematic configuration example of a vehicle information projection system according to the present invention. The flowchart figure showing a part of one example of schematic operation | movement of the vehicle information projection system of FIG. 1, or a display controller is shown. The flowchart figure showing the remainder of one example of schematic operation | movement of the vehicle information projection system of FIG. 1, or a display controller is shown. 4A shows an example of an actual landscape recognized through the windshield of FIG. 1, and FIG. 4B, FIG. 4C, FIG. 4D, and FIG. 4 (F) and 4 (G) each show an example of vehicle information projected on a display range set in a part of the windshield of FIG. 4 (A). An example of the table for determining the display format of the attention degree of vehicle information is shown.

  The best mode described below is used to easily understand the present invention. Accordingly, those skilled in the art should note that the present invention is not unduly limited by the embodiments described below.

  FIG. 1 shows a schematic configuration example of a vehicle information projection system according to the present invention. As illustrated in FIG. 1, the vehicle information projection system includes, for example, an imaging unit 103 and a display mechanism 100. The imaging unit 103 can image a road (actual scenery on the road) existing in front of the vehicle. The display mechanism 100 projects the vehicle information on a display range set in a part of the windshield 101 of the vehicle, and the vehicle information so that the virtual image V of the vehicle information overlaps the actual landscape from the viewpoint 102 of the vehicle driver. Can be displayed in the display range. Such a vehicle information projection system is generally called a HUD system. The display mechanism 100 in FIG. 1 includes a display 20 and a reflector 21, for example. The display mechanism 100 is generally called a HUD or a HUD device. The display mechanism 100 is typically housed inside the dashboard, but all or part of the display mechanism 100 may be disposed outside the dashboard. The display device 20 may be referred to as a projector because it projects vehicle information onto the windshield 101, for example.

  The vehicle information projection system in FIG. 1 further includes, for example, an information acquisition unit S, and the information acquisition unit S includes at least a rear vehicle information acquisition unit 360. The rear vehicle information acquisition unit 360 can acquire rear vehicle information indicating that a rear vehicle (not shown) exists behind the vehicle. The information acquisition unit S in FIG. 1 includes not only the rear vehicle information acquisition unit 360 but also a lane change information acquisition unit, where the lane change information acquisition unit is adjacent to the travel lane from the travel lane of the vehicle. Lane change information representing changing to an adjacent lane can be acquired. The lane change information includes a schedule (start of lane change) in which the vehicle changes from the driving lane of the vehicle to an adjacent lane adjacent to the driving lane, while the lane change information indicates that the vehicle changes from the driving lane to the adjacent lane. It does not have to include finishing (end of lane change).

  In FIG. 1, the lane change information acquisition unit includes, for example, a road information acquisition unit 320, an instruction information acquisition unit 340, and a rudder angle information acquisition unit 370. Of course, the lane change information acquisition unit may be only the road information acquisition unit 320, the instruction information acquisition unit 340, or the rudder angle information acquisition unit 370, or any combination thereof. Further, the lane change information acquisition unit is not limited to the combination shown in FIG. 1, and other information acquisition units may be employed.

  The vehicle information projection system of FIG. 1 further includes, for example, a display controller 200, and the display controller 200 has at least a processing unit P. The display controller 200 is typically housed inside the dashboard, but all or part of the display controller 200 may be disposed outside the dashboard. The combination of the display mechanism 100 and the display controller 200 may be referred to as a HUD or a HUD device. 1 includes, for example, a determination unit 210 and a generation unit 220. The processing unit P or the determination unit 210 includes, for example, lane change information acquired by a lane change information acquisition unit such as an instruction information acquisition unit 340, and the like. Based on the back vehicle information acquired by the back vehicle information acquisition unit 360, the degree of caution of the back vehicle can be determined. Next, the processing unit P or the generation unit so that the vehicle information projected on the windshield 101 includes the degree of caution of the rear vehicle and the virtual image V of the vehicle information overlaps the boundary line between the traveling lane and the adjacent lane. 220 can generate the vehicle information.

  In FIG. 1, the display mechanism 100 or the display device 20 is controlled by the display controller 200 or the processing unit P in order to display the virtual image V via the windshield 101, whereby the display device 20 is based on vehicle information. The display light L (projection light) can be generated or emitted. The reflector 21 guides the optical path of the display light L from the display 20 to the windshield 101, and the driver can recognize the display light L (vehicle information) on the windshield 101 as a virtual image V. The display device 20 includes, for example, a liquid crystal panel, and one display device 20 is shown in FIG. 1, but the display device 20 may be, for example, two or left and right display devices, in other words. For example, the virtual image V may be a three-dimensional virtual image for the driver's eyes.

  The vehicle (own vehicle) on which the vehicle information projection system is mounted is, for example, an automobile in FIG. 1, and the automobile can travel on the horizon H or on the road. From the viewpoint 102 of the driver, the height or depth of the virtual image V in FIG. 1 is set to a predetermined distance from the distance D1 to the distance D3, for example. In other words, at the driver's viewpoint 102, the lower end of the virtual image V exists in front of the vehicle by a distance D1, and the upper end of the virtual image V exists in front of the vehicle by a distance D3. Exists ahead of the vehicle by a distance D2. The distance D1, the distance D2, and the distance D3 are, for example, 20 [m], for example, 30 [m], and for example, 50 [m].

  In FIG. 1, one reflector 21 is shown, but the reflector 21 may be, for example, two reflectors. In other words, the optical path of the display light L from the display 20 to the windshield 101 is The distance D1, the distance D2, and the distance D3 may be adjusted according to the height of the ideal driver's viewpoint 102 (the height of the ideal driver's sitting height) and the optical path of the display light L. May be. Moreover, the reflector 21 generally expands the display light L from the display device 20, and in addition, the reflector 21 or the display controller 200 (for example, the processing unit P) is generally set as a part of the windshield 101. Distortion in the display range (for example, distortion of the glass surface) can be corrected.

  The display controller 200 in FIG. 1 further includes, for example, a storage unit 230, and the storage unit 230 can store various data necessary for processing or calculation of the processing unit P such as the determination unit 210 and the generation unit 220, for example. . The display controller 200 is typically configured by a microcomputer, for example, and can include, for example, a CPU, a memory such as a ROM and a RAM, an input / output interface, and the like. The processing unit P is typically configured by a CPU and a RAM (work area), and the storage unit 230 is typically configured by a ROM (eg, EEPROM). For example, the ROM may store a program for causing the CPU to execute a predetermined operation (vehicle information projection method), and the RAM can form a work area of the CPU. The ROM can store data necessary for determining or calculating vehicle information, for example. The display controller 200 in FIG. 1 is connected to, for example, the information acquisition unit S via a LAN 300 (for example, a bus-type LAN) that is arranged or mounted on the vehicle. Display controller 200 may be generally referred to as an ECU (Electronic Control Unit).

  In addition, when the information acquisition unit S is a plurality of information acquisition units, in other words, when the information acquisition unit S includes, for example, the rear vehicle information acquisition unit 360 and the steering angle information acquisition unit 370, the plurality of information acquisition units Each (for example, the rear vehicle information acquisition unit 360, the steering angle information acquisition unit 370, etc.) is connected to the display controller 200 via the LAN 300, for example. Each information acquisition part (for example, back vehicle information acquisition part 360, rudder angle information acquisition part 370, etc.) which constitutes information acquisition part S may generally be called ECU or a sensor.

  In FIG. 1, the display controller 200 is connected to an image processing unit 310 via a LAN 300. The image processing unit 310 in FIG. 1 captures a captured image from the imaging unit 103 having an image sensor such as a CCD, for example, and based on the captured image, for example, boundary lines between a plurality of lanes (for example, dotted white lines, solid white lines, solid lines) Yellow (orange)) can be detected or extracted, for example, in real time. In addition, the image processing unit 310 may detect or extract a lane or a road, and detect or extract a forward vehicle (for example, a preceding vehicle or an oncoming vehicle) and / or an obstacle existing in front of the vehicle. May be. The imaging unit 103 is a camera (front camera), for example, and is installed in the vicinity of an inner rear view mirror (back mirror) (not shown), for example. The imaging unit 103 may be a dedicated imaging unit or a shared imaging unit (not only a vehicle information projection system but also an imaging unit used for a drive recorder, for example).

  Of course, the image processing unit 310 of FIG. 1 may be omitted. In other words, the display controller 200 is directly connected to the imaging unit 103 via the LAN 300, for example, and the display controller 200 or the processing unit P For example, an object such as a boundary line may be detected or extracted based on the captured image (actual landscape). Alternatively, when the information acquisition unit S includes, for example, the position information acquisition unit 330 and the road information acquisition unit 320, the display controller 200 or the processing unit P, for example, via the LAN 300, the position information acquisition unit 330, and the road information acquisition unit 320. Then, information (object shape) of an object such as a boundary line or a road based on the position of the vehicle (for example, the current position) may be detected or extracted.

  The rear vehicle information acquisition unit 360 in FIG. 1 includes, for example, a camera (rear camera) and an image processing unit (rear camera image processing unit), for example, and a rear vehicle (for example, an automobile or a four-wheeled vehicle, Motorcycle or motorcycle) can be detected or extracted. Of course, the rear vehicle information acquisition unit 360 may be, for example, a radar device or a sonar device, and the rear vehicle information acquisition unit 360 can detect or extract an object as a rear vehicle. Alternatively, the rear vehicle information acquisition unit 360 may be, for example, a vehicle-to-vehicle communication device, a road-to-vehicle communication device, or the like, and may detect or receive a position (for example, an absolute position) of the rear vehicle.

  The rear vehicle information acquisition unit 360 is preferably arranged or set so that it can detect a rear vehicle traveling in an adjacent lane adjacent to the travel lane. The rear vehicle that travels in the adjacent lane is a rear vehicle that is positioned, for example, in the left rear direction or the right direction with respect to the vehicle (own vehicle). The rear vehicle is, for example, a rear vehicle that is not overtaking the host vehicle, for example, located on the left side or the right side, and a part of the rear vehicle exists in the direction of the host vehicle. It is included.

  The rear vehicle information acquisition unit 360 in FIG. 1 detects a rear vehicle, and preferably detects a relative distance between the vehicle (own vehicle) and the rear vehicle. More preferably, the rear vehicle information acquisition unit 360 in FIG. 1 detects not only the relative distance but also the relative speed between the vehicle (the host vehicle) and the rear vehicle. Of course, the rear vehicle information acquisition unit 360 may detect only the presence of the rear vehicle, or may alternatively detect only the absolute position of the rear vehicle. Alternatively, either the relative speed or the relative distance may be detected. Only one of them may be detected. When the rear vehicle information acquisition unit 360 detects only the presence of the rear vehicle (presence detection information), thereafter, the display controller 200 or the processing unit P itself, for example, based on the presence detection information of the rear vehicle, The relative speed may be detected or extracted.

  When the rear vehicle information acquisition unit 360 detects or acquires the absolute speed of the rear vehicle, for example, the rear vehicle information acquisition unit 360 or the display controller 200 (processing unit P), for example, the vehicle speed information acquisition unit 350 (for example, meter, wheel speed) The relative speed may be detected or calculated in consideration of the absolute speed of the vehicle (own vehicle) acquired by a sensor or the like.

  The steering angle information acquisition unit 370 in FIG. 1 can detect or acquire the steering angle information of the vehicle (the host vehicle). In the steering angle information, the steering angle information indicating that the steering handle of the host vehicle is operated by, for example, the driver, and the steered wheels (for example, front wheels) of the host vehicle are driven by, for example, a motor (not shown). The turning angle information representing the is included. In other words, the steering angle information acquisition unit 370 includes, for example, a steering angle sensor that can acquire the rotation of the steering handle or the steering column, or can acquire the rotation of, for example, a motor shaft or a steered wheel. A sensor can be included. The steering angle information acquisition unit 370 may be, for example, a power steering ECU or a skid prevention ECU that can transmit the steering angle information to the display controller 200 (processing unit P) via the LAN 300, for example. .

  Next, the instruction information acquisition unit 350 in FIG. 1 can detect or acquire instruction information for the vehicle (own vehicle). The instruction information includes direction instruction information indicating that the turn signal (direction indicator) of the host vehicle is operated by the driver, for example. In other words, the instruction information acquisition unit 350 may be, for example, a winker that can output an operation to the winker. The instruction information acquisition unit 350 may be, for example, a meter ECU that can transmit direction instruction information to the display controller 200 (processing unit P) via the LAN 300, for example.

  Next, the road information acquisition unit 320 in FIG. 1 can detect or acquire the vicinity of the vehicle (the host vehicle) or, for example, road information ahead (for example, road information in the traveling direction). The road information includes turn image road information indicating that the turn (turning) of the host vehicle is reflected on the road. In other words, the road information acquisition unit 320 may be, for example, an image analyzer that analyzes an image that changes according to the traveling or progress of the host vehicle. This image may be a captured image captured by a dedicated camera, for example, or may be a captured image captured by a front camera or a rear camera described below.

  Instead of the road information acquisition unit 320, for example, the image processing unit 310 may be employed as the vehicle progress information acquisition unit. In other words, the image processing unit 310 (captured image analyzer) changes the lane of the host vehicle (degree of lane change based on, for example, a captured image (a forward road captured image representing a road ahead) from the imaging unit 103 (front camera). ) May be detected or extracted.

  Alternatively, for example, the rear vehicle information acquisition unit 360 may be employed as the vehicle progress information acquisition unit instead of the road information acquisition unit 320. In other words, the rear vehicle information acquisition unit 360 (captured image analyzer) detects the lane change (degree of lane change) of the host vehicle based on, for example, a captured image from the rear camera (a rear road captured image representing a rear road). Or you may extract.

  By the way, the road information acquisition unit 320 may detect or acquire traffic road information. The traffic road information includes lane change road information indicating whether the road on which the vehicle is traveling has a plurality of lanes, in other words, whether the vehicle can change lanes on the road. May be included. For example, the processing unit P or the determination unit 210 of the display controller 200 can acquire or update lane change road information according to the position of the host vehicle (for example, the current position), and the host vehicle can change the lane based on the lane change road information. It may be determined whether or not. When it is determined that the own vehicle cannot change lanes based on the lane change road information, the display controller 200 may stop the operation of the image processing unit 310, for example. The road information acquisition unit 320 may be a navigation device, for example, and the position information acquisition unit 330 may be a GPS sensor, for example.

  2 and 3 are flowcharts showing an example of a schematic operation of the vehicle information projection system or display controller 200 of FIG. 4A shows an example of an actual landscape recognized through the windshield 101 in FIG. 1, and FIG. 4B, FIG. 4C, FIG. 4D, and FIG. Each of (E), FIG. 4 (F), and FIG. 4 (G) shows an example of the vehicle information projected on the display range AR set in a part of the windshield 101 of FIG. For example, in FIG. 4B, the display range AR is set on the glass surface constituting the windshield 101. However, the display range AR is, for example, a dashboard near the windshield 101 or, for example, an indoor room. You may form with the combiner arrange | positioned on a ceiling. In other words, the combiner may be arranged so that the display range AR is set in a part of the windshield 101 from the viewpoint 102 of the driver.

  The display controller 200 in FIG. 1 can determine whether or not a rear vehicle has been detected, for example, via the rear vehicle information acquisition unit 360 (see step ST01 in FIG. 2). When the rear vehicle information acquisition unit 360 includes a rear camera, for example, the rear vehicle information acquisition unit 360 determines whether or not a rear vehicle such as an automobile or a motorcycle is included in a captured image captured by the rear camera. Or it can be analyzed. Here, the rear camera is, for example, a stereo camera, and the rear vehicle information acquisition unit 360 can preferably calculate or analyze the relative distance between the vehicle (the host vehicle) and the rear vehicle. More preferably, the rear vehicle information acquisition unit 360 can calculate or analyze the relative speed between the host vehicle and the rear vehicle based on the relative distance, specifically, for example, based on the time difference of the relative distance.

  In addition, the back vehicle information acquisition part 360 may acquire or analyze back vehicle information, such as the advancing direction of a back vehicle, a travel locus, etc. Of course, the rear vehicle information acquisition unit 360 that can acquire the rear vehicle information indicating that the rear vehicle is behind the host vehicle may be, for example, a radar device, or a combination of the rear camera and the radar device, for example. It may be.

  When a rear vehicle is detected, the display controller 200 can determine whether a lane change of the host vehicle has been detected, for example, via the instruction information acquisition unit 340. When the instruction information acquisition unit 340 is a winker, for example, the winker can output winker operation information (instruction information) by the driver to the display controller 200. Therefore, the display controller 200 can determine whether or not a winker operation by the driver has been detected (see step ST02 in FIG. 2).

  When the operation of the turn signal is not detected, in other words, when the display controller 200 does not detect the plan that the host vehicle changes from the traveling lane to the adjacent lane through the turn signal, the display controller 200 receives, for example, from the steering angle information acquisition unit 370. Based on the steering angle information, it can be determined whether or not a lane change of the host vehicle has been detected (see step ST03 in FIG. 2). When the steering angle information acquisition unit 370 includes a steering angle sensor that can acquire steering angle information indicating that the steering handle of the host vehicle is operated, the response of the steering angle information acquired by the steering angle sensor is fast. Become. In other words, when the steering angle information is the steering angle information, the display controller 200 can more easily determine the lane change of the host vehicle.

  When the blinker operation is not detected in step ST02 of FIG. 2, the display controller 200 uses, for example, analysis information from the image processing unit 310 (captured image analyzer) (for example, an analysis result of a front road captured image representing a road ahead). Based on this, it can be determined whether or not a lane change of the host vehicle has been detected (see step ST04 in FIG. 2).

  Next, when a lane change is detected in step ST03 and / or step ST04 in FIG. 2, the display controller 200 can execute step ST05. Alternatively, when no lane change is detected in step ST03 and step ST04 in FIG. 2, the display controller 200 can execute step ST01 again (see RETURN in FIG. 3).

  When step ST05 in FIG. 2 is executed, the display controller 200, for example, via the turn signal, the steering angle sensor, or the captured image analyzer, in other words, through the lane change information acquisition unit, Has detected a plan to change from a driving lane to an adjacent lane. At the same time, the display controller 200 also detects the rear vehicle via, for example, the rear camera, in other words, the rear vehicle information acquisition unit 360. In step ST05 of FIG. 2, the display controller 200 is assumed to employ projection or display of the degree of caution (for example, a departure warning line) of the rear vehicle as lane information (first lane information) (step ST06 of FIG. 2). Reference), projection or display of a lane change attention degree (eg, predicted trajectory line) is adopted as lane information (second lane information), and information (eg, display angle) necessary for the display is determined.

  In step ST05 of FIG. 2, the display controller 200 can determine the display angle of the predicted trajectory line, for example, via a steering angle sensor. The predicted trajectory line is preferably a straight line, and is shown by, for example, two predicted trajectory lines TR1 and TR2 that are, for example, straight lines in FIG. 4B. When the driver rotates the steering handle, for example, counterclockwise, the two predicted trajectory lines TR1 and TR2 in FIG. 4B can indicate that the traveling direction or traveling trajectory of the host vehicle is toward the left side. The left predicted trajectory line TR1 in FIG. 4B corresponds to, for example, the left front wheel of the host vehicle, and the display angle of the left predicted trajectory line TR1 is preferably the actual left side from the viewpoint 102 of the driver. This is the direction in which the front wheels travel on the road in the future. Similarly, the predicted trajectory line TR2 on the right side of FIG. 4B corresponds to, for example, the front wheel on the right side of the host vehicle, and the display angle of the predicted trajectory line TR2 on the right side is preferably actual from the viewpoint 102 of the driver. The front wheel on the right side of the road is the direction to advance on the road in the future. Of course, instead of the two predicted trajectory lines TR1 and TR2, for example, the display angle that is the direction in which the actual midpoint of the host vehicle (for example, the midpoint of the left and right front wheels) travels on the road in the future at the driver's viewpoint 102. For example, one predicted trajectory line having the following may be adopted.

  Next, the display controller 200 displays, for example, predicted trajectory lines (for example, two predicted trajectory lines TR1 and TR2 in FIG. 4B) having a display angle determined according to the steering angle information from the steering angle sensor, for example. It can be generated as second vehicle information. Similarly, the display controller 200 responds to boundaries between a plurality of lanes detected by, for example, the image processing unit 310 based on a captured image (a forward road captured image representing a road ahead) from the image capturing unit 103 (front camera). For example, the display angle of the departure warning line can be determined. Next, the display controller 200 can generate a departure warning line (for example, one departure warning line WR in FIG. 4B) having the display angle as the first vehicle information.

  Next, the display controller 200 can generate a display image (projection image) including, for example, first vehicle information and second lane information, and can send the display image to the display 20. In other words, the display controller 200 can display, for example, the predicted trajectory line and the deviation warning line, for example, in the display range AR via the display device 20 or the display mechanism 100 (see step ST06 in FIG. 2).

  By the way, for example, the virtual image of one departure warning line WR (first vehicle information) in FIG. 4B is the driver's viewpoint 102, and the vehicle lane L2 of the own vehicle in FIG. It overlaps with, for example, the dotted white line WL2 (actual scenery) between the adjacent lane L1. In other words, the display controller 200 determines, for example, the shape of one departure warning line WR (first vehicle information) based on the shape of the dotted white line WL2 detected by the image processing unit 310, for example.

  For example, referring to FIG. 4B, the dotted white line WL2 below the virtual image of the departure warning line WR representing the warning level of the rear vehicle is difficult for the driver to recognize, but the range of the dotted white line WL2 or The area is relatively narrow or small. In other words, since the virtual image of the departure warning line WR is not arranged on the lanes such as the driving lane L2 and the adjacent lane L1, the amount of information caused by the lanes L1 to L3 is not limited or reduced by the departure warning line WR. As a result, the driver can continue to drive the vehicle even more safely. On the other hand, the amount of information resulting from the departure warning line WR is limited or reduced by the range or area of the dotted white line WL2, but this information amount is sufficient for the driver to determine lane change. Thus, according to the vehicle information projection system or the vehicle information projection method, vehicle information such as the departure warning line WR can be efficiently projected.

  In addition, not only the departure warning line WR (first vehicle information) but also, for example, two predicted trajectory lines TR1 and TR2 (second vehicle information) are generated as vehicle information. Rather than projecting only the departure warning line WR onto the windshield 101, the driver actually projects not only the departure warning line WR but also the two predicted trajectory lines TR1 and TR2 onto the windshield 101. It is easier to determine whether or not the travel lane L2 may be changed to the adjacent lane L1. In other words, when the host vehicle travels to the boundary line below the departure warning line WR (for example, the dotted white line WL2) and changes from the driving lane L2 to the adjacent lane L1, the driver is cautioned about such lane change. The (attention level due to the second vehicle information) and the first vehicle information (attention level of the rear vehicle, warning level, etc.) can be associated instantaneously.

  Referring to FIG. 1, for example, the virtual image of the departure warning line WR (first vehicle information) in FIG. 4B is at least a distance D1 (for example, 20 [m], for example) from the viewpoint 201 of the driving vehicle. ]), For example, in the projection or display of only the departure warning line WR, the content of vehicle information (only the first lane information) such as the degree of caution and warning of the rear vehicle is determined by the driver. May be difficult to recognize. Alternatively, it is sufficient for some drivers to recognize the contents of vehicle information (only the first lane information) such as the degree of warning.

  For example, in FIG. 4B, the shape of the departure warning line WR (first vehicle information) is, for example, a solid straight line based on the shape of the dotted white line WL2. A solid straight line representing the departure warning line WR extends from the end or the lower end of the display range AR to the horizontal line H, for example. In other words, in the solid line representing the departure warning line WR, the dotted white line WL2 on the road is shown with the maximum length in the display range AR. As a result, the driver can more easily recognize the departure warning line WR (first vehicle information). However, the shape of the departure warning line WR (first vehicle information) may be, for example, the same as the shape of the dotted white line WL2, for example, a dotted straight line. When the shape of the departure warning line WR is, for example, a dotted straight line, the distance between the dotted lines related to the departure warning line WR may or may not match the distance between the dotted lines related to the white line WL2. The type of the interval between the dotted lines related to the warning line WR is arbitrary. Furthermore, the shape of the departure warning line WR may be a broken straight line, for example. In other words, when the departure warning line WR is, for example, a straight line, the type of the straight line is arbitrary. In addition, the shape of the departure warning line WR (first vehicle information) may not start from the end or the lower end of the display range AR, and may not end at the horizontal line H.

  For example, in FIG. 4B, the shape of, for example, two predicted trajectory lines TR1 and TR2 (second vehicle information) is, for example, a solid straight line based on the traveling direction of the host vehicle, the traveling trajectory, and the like. For example, each of the two solid straight lines representing the two predicted trajectory lines TR1 and TR2 extends from the end or the lower end of the display range AR to the departure warning line WR, for example. In other words, each of the two solid straight lines representing the two predicted trajectory lines TR1 and TR2 does not indicate the travel direction and travel trajectory of the host vehicle on the road with the maximum length in the display range AR. , Stays at the departure warning line WR. As a result, the amount of information existing on the extension line of the two predicted trajectory lines TR1 and TR2 ahead of the deviation warning line WR is determined by the driver using the two predicted trajectory lines TR1 and TR2 remaining on the deviation warning line WR. Not limited or not limited. In addition, the driver can more strongly associate the two predicted trajectory lines TR1 and TR2 with the departure warning line WR. For example, the shape of the two predicted trajectory lines TR1 and TR2 (second vehicle information) may be, for example, a dotted solid line, or may be, for example, a broken solid line. For example, when the two predicted trajectory lines TR1 and TR2 are, for example, straight lines, the types of the straight lines are arbitrary.

  Next, in order to update the display angle determined according to the steering angle information from the steering angle sensor in real time, for example, in step ST07 of FIG. 2, the display controller 200 displays the steering angle information used in step ST05. It can be determined whether or not a change has occurred. Specifically, when the driver returns, for example, the left rotation of the steering handle, the display controller 200 determines that, for example, an increase in the steering angle is not detected, in other words, a decrease in the steering angle is detected. be able to. When an increase in the steering angle is not detected, in other words, when a decrease in the steering angle is detected, the display controller 200 can determine whether or not the steering angle has returned to zero (initial value) (FIG. 3). (See step ST08).

  When the decrease in the steering angle is detected, for example, the two predicted trajectory lines TR1 and TR2 in FIG. 4B are changed to, for example, the two predicted trajectory lines TR1 ′ and TR2 ′ in FIG. 4C. Is done. After that, when the decrease in the steering angle is continuously detected and the steering angle zero (initial value) is detected, for example, the two predicted trajectory lines TR1 ′ and TR2 ′ in FIG. D) two predicted trajectory lines TRS1 and TRS2.

  When the steering angle returns to zero (initial value), the display controller 200 can change the display color of the predicted trajectory line (see step ST09 in FIG. 3). As an example, for example, the display color of the two predicted trajectory lines TR1 ′ and TR2 ′ in FIG. 4C is, for example, yellow (orange). For example, the two predicted trajectory lines TRS1 in FIG. , TRS2 is, for example, green. Thus, the driver can recognize that it is safe even if the host vehicle is allowed to travel as it is. In other words, for example, green is a color indicating permission of the traveling of the host vehicle, which is one of, for example, three display colors of the traffic light. Further, the yellow (orange) color is a color that represents the attention of the traveling of the host vehicle that is, for example, one of the three display colors of the traffic light. For example, the display color of the departure warning line WR in FIG. 4C is, for example, red. In other words, for example, the color indicating the prohibition of the progress of the host vehicle that is the remaining of the three display colors of the traffic light, for example. is there.

  When the steering angle returns to zero (initial value), the lane change of the host vehicle is stopped, so for example, the projection or display of the two predicted trajectory lines TR1 ′ and TR2 ′ in FIG. May be stopped. However, the driver can recognize the normal operation of the vehicle information projection system or the vehicle information projection method by changing the display color of the predicted trajectory line in step ST09 of FIG. Therefore, the display controller 200 continues to display the two predicted trajectory lines TRS1 and TRS2 in FIG. 4D, for example, for a certain period of time, and then, for example, the two predicted trajectory lines TRS1 in FIG. In addition to the display of TRS2, for example, the display of the departure warning line WR in FIG. 4D can also be stopped (see step ST10 and step ST11 in FIG. 3).

  On the other hand, when the steering angle does not return to zero (initial value), the display controller 200 can determine whether or not the rear vehicle has been detected, in other words, whether or not the detection of the rear vehicle has ended. Yes (see step ST12 in FIG. 3). When the detection of the rear vehicle is finished, the display controller 200 can immediately stop the display of the departure warning line WR in FIG. 4C, for example (see step ST13 in FIG. 3 and FIG. 4E). Next, for example, the display controller 200 can continue displaying the predicted trajectory lines TR1 ′ and TR2 ′ of FIG. 4C in another display format for a certain period of time (step ST14 and step ST15 in FIG. 3). And FIG. 4 (E)). As an example, for example, the display color of the two predicted trajectory lines TR1 ′ and TR2 ′ in FIG. 4C is, for example, yellow (orange). For example, the two predicted trajectory lines TRS1 in FIG. The display color of “, TRS2” is, for example, green.

  For example, in FIG. 4E, each of the two solid lines representing the two predicted trajectory lines TRS1 ′ and TRS2 ′ extends from the end or the lower end of the display range AR to the horizontal line H, for example. In other words, each of the two solid straight lines representing the two predicted trajectory lines TRS1 ′ and TRS2 ′ is extended to the horizontal line H, for example, according to the stop of the display of the departure warning line WR. This makes it easier for the driver to recognize the traveling direction of the host vehicle, the traveling locus, and the like. However, the two predicted trajectory lines TRS1 ′ and TRS2 ′ are not extended to the horizontal line H, and may remain at, for example, the dotted white line WL2 (boundary line).

  When the detection of the rear vehicle is not completed in step ST12 of FIG. 3, the display controller 200 displays, for example, the display angles of the two predicted trajectory lines TR1 and TR2 in FIG. 4B according to the decrease in the steering angle. 4 (C) can be updated to the display angle of the two predicted trajectory lines TR1 ′ and TR2 ′ (see step ST19 in FIG. 2). Since the display angle of the predicted trajectory line is updated in accordance with the change in the steering angle, the driver can, for example, use the two predicted trajectory lines TR1 ′ and TR2 ′ (degree of attention to lane change) in FIG. The departure warning line WR (degree of attention of the rear vehicle) shown in FIG. 4C can be associated more instantaneously.

  When an increase in the steering angle is detected in step ST07 in FIG. 2, the display controller 200 updates the display angles of, for example, the two predicted trajectory lines TR1 and TR2 in FIG. 4B according to the increase in the steering angle. (See step ST19 in FIG. 2). However, when the display angle of the predicted trajectory line reaches the limit angle, the display controller 200 can stop updating the display angle of the predicted trajectory line (see step ST17 and step ST18 in FIG. 2). For example, in FIG. 4F, only one predicted trajectory line TRS2 ″ is displayed in the display range AR, for example. In other words, for example, one predicted trajectory line TR1 in FIG. 4B, for example, moves outside the display range AR as the steering angle increases.

  The display controller 200 is, for example, a straight line so that the angle between the virtual image of the two predicted trajectory lines TR1 and TR2 in FIG. 4B and the dotted white line WL2 increases as the operation amount of the steering wheel increases. It is possible to generate two predicted trajectory lines TR1 and TR2. Therefore, when the operation amount of the steering wheel is large, the two predicted trajectory lines TR1 and TR2 may move out of the display range AR. Therefore, when the operation amount of the steering wheel reaches a predetermined amount, the display controller 200 does not change as the steering angle increases, for example, one predicted trajectory line TRS2 ″ as shown in FIG. 4F, for example. (Fixed second vehicle information) can be generated. Thereby, when the operation amount of the steering wheel is large, the display controller 200 can leave the second vehicle information in the display range AR.

  When the display angle of the predicted trajectory line reaches the limit angle in step ST17 of FIG. 2, the display controller 200 displays, for example, one predicted trajectory line TRS2 in FIG. 4F as the fixed second vehicle information. Instead of '', for example, a graphic TRS2 '' arranged next to the departure warning line WR in FIG. 4G may be displayed. In FIG. 4G, a figure TRS2 ″ (fixed second vehicle information) that is, for example, a triangle is adjacent to the right side of the departure warning line WR on the traveling lane L2 side, Located next to the bottom edge. As a result, the driver can continue to recognize the presence of the rear vehicle. For example, the figure TRS2 ″ in FIG. 4G is not limited to a triangle, and may be any figure, and an arrow is selected as the figure (fixed second vehicle information), for example. May be.

  2, 3, and 4 (A) to 4 (G), the traveling lane of the own vehicle (L 2 in FIG. 4A) or the road on which the own vehicle is traveling is a straight line. It is shown on the assumption. However, the traveling lane of the host vehicle may not be a straight line, and may be a curved line, for example. For example, when a road on which the host vehicle is traveling is curved, for example, one deviation warning line WR that is, for example, a straight line in FIG. 4B is bent according to, for example, the curvature or the radius of curvature of the road. Such a curve may be used. In other words, it is preferable that, for example, the virtual image V of one departure warning line WR is arranged on the boundary line (actual scenery) of the curve from the viewpoint 102 of the driver. Similarly, for example, two predicted trajectory lines TR1 and TR2 that are, for example, straight lines in FIG. 4B, for example, match the actual traveling trajectory that the left and right front wheels of the host vehicle travel in the future, for example, from the viewpoint 102 of the driver. For example, a curve is preferable.

  For example, in FIG. 4B, for example, one departure warning line WR (first vehicle information) and two predicted trajectory lines TR1 and TR2 (second vehicle information) are straight lines. However, only part of the vehicle information may be straight or partially straight, or a combination of a plurality of straight portions. For example, in the deviation warning line WR which is a straight line, a curved portion or a figure may be added to both ends or one end of the straight line. Further, for example, each of the two predicted trajectory lines TR1 and TR2 that are straight lines may be a plurality of straight line portions combined in the middle of the straight lines. In other words, when the road on which the host vehicle is traveling is a straight line, the first vehicle information and / or the second vehicle information may not be a complete straight line, but only have straight ahead. For example, in FIG. 4B, for example, the shape of one departure warning line WR has rectilinearity, so the driver can set the departure warning line WR and a boundary line (for example, the dotted line in FIG. 4A). The white line WL2) is more easily associated. Further, for example, in FIG. 4B, the shape of the two predicted trajectory lines TR1 and TR2 has a straight traveling property, for example, so that the driver can move the vehicle toward the boundary line or It is easier to recognize the position passing through the boundary line.

  When the road on which the vehicle is traveling is a curve, for example, one departure warning line WR (first vehicle information) is a complete one having a curvature or a radius of curvature that is completely equal to the curvature or the radius of curvature of the road. It may only have curvilinearity, not a curve. In other words, for example, one departure warning line WR may be only partially curved or partially curved, or may be a combination of a plurality of curved portions. Further, when the road on which the host vehicle is traveling is a curve, for example, two predicted track lines TR1 and TR2 (second vehicle information) are actual travel tracks in which the left and right front wheels of the host vehicle travel in the future. It may not be a complete curve that completely coincides with the curve, but may only have curvilinearity. In other words, for example, each of the two predicted trajectory lines TR1 and TR2 may be partially curved or partially curved, or may be a combination of a plurality of curved portions.

  In addition, it is preferable that the initial value of the steering angle in step ST08 in FIG. 3 is set or updated according to the curvature or the radius of curvature of the curved road instead of zero. Here, as an example, the curvature or radius of curvature of a curved road may be detected or extracted by, for example, the image processing unit 310 based on the imaging unit 103 or the front camera, for example, or alternatively based on the map road information, for example. For example, it may be detected or acquired by the road information acquisition unit 320 or the navigation device, for example.

  FIG. 5 shows an example of a table for determining the display format of the attention degree of the vehicle information. For example, as shown in FIG. 5, the display controller 200 in FIG. 1 determines vehicle information (for example, one departure warning in FIG. 4B) based on the relative speed and relative distance between the host vehicle and the rear vehicle. The display format of the attention level of the line WR) can be determined. For example, in FIG. 5, for example, three display intensities are shown. Specifically, the relative speed is classified as low speed, medium speed, and high speed, and the relative distance is classified as long distance, medium distance, and short distance.

  As an example, when the relative speed is, for example, 10 [km / h] or less, the relative speed is set to a low speed. Next, when the relative speed is greater than, for example, 10 [km / h] and smaller than, for example, 30 [km / h], the relative speed is set to a medium speed. Next, when the relative speed is, for example, 30 [km / h] or more, the relative speed is set to a high speed.

  Specifically, when the relative speed is, for example, the relative speed of the rear vehicle with respect to the own vehicle and the absolute speed of the own vehicle is, for example, 40 [km / h], for example, 10 [km / h] with respect to the own vehicle, Relative of rear vehicles having absolute speeds of 20 [km / h], 30 [km / h], 40 [km / h], 50 [km / h], 60 [km / h] and 70 [km / h] The speeds are, for example, low speed (−30 [km / h] = 10 [km / h] −40 [km / h]) and low speed (−30 [km / h] = 10 [km / h] −40 [ km / h]), low speed (−20 [km / h] = 20 [km / h] −40 [km / h]), low speed (−10 [km / h] = 30 [km / h] −40 [ km / h], low speed (0 [km / h] = 40 [km / h] −40 [km / h]), low speed (10 [km / h] = 50 [km / h] −4 [Km / h]), medium speed (20 [km / h] = 60 [km / h] −40 [km / h]) and high speed (30 [km / h] = 70 [km / h] −40 [ km / h]).

  Similarly, as an example, when the relative distance is, for example, 10 [m] or less, the relative distance is set to a short distance. Next, when the relative distance is larger than 10 [m] and smaller than 30 [m], for example, the relative distance is set to a medium distance. Next, when the relative distance is, for example, 30 [m] or more, the relative distance is set to a long distance. The relative distance is, for example, a relative distance of the rear vehicle to the own vehicle (a distance from the rear vehicle to the own vehicle).

  For example, when the relative speed of the rear vehicle with respect to the host vehicle is high, the absolute speed of the rear vehicle is higher than the absolute speed of the host vehicle. In other words, it can be said that the rear vehicle is approaching the host vehicle. Therefore, for example, when the relative speed of the rear vehicle with respect to the host vehicle is high, it is preferable that the degree of attention is high. Alternatively, for example, when the relative speed of the rear vehicle with respect to the host vehicle is low, it can be said that the absolute speed of the rear vehicle is comparable to or slower than the absolute speed of the host vehicle. The degree of attention when the relative speed is low may be low.

  Next, for example, when the relative distance of the rear vehicle with respect to the host vehicle is short, it can be said that there is a risk of collision with the rear vehicle after the lane change of the host vehicle. When such a relative distance is short The higher the degree of attention is, the better. Alternatively, for example, when the relative distance of the rear vehicle to the host vehicle is a long distance, it can be said that the possibility of a collision with the rear vehicle after the lane change of the host vehicle is low, and such a relative distance is a long distance. The degree of attention at the time may be low. In FIG. 5, the display intensity I corresponds to, for example, a low degree of attention, the display intensity III corresponds to, for example, a high degree of attention (for example, a warning degree), and the display intensity II corresponds to, for example, an intermediate degree of attention.

  For example, in FIG. 4B, for example, one departure warning line WR corresponds to the display intensity III, and the display color is, for example, red. After that, for example, when the absolute speed of the rear vehicle is reduced and the relative speed is medium, the display color of the departure warning line WR corresponding to the display intensity II changes from, for example, red to, for example, reddish brown (amber) May be. Thereafter, for example, when the absolute speed of the rear vehicle further decreases and the relative speed is high, the display color of the departure warning line WR corresponding to the display intensity I may change from, for example, amber to, for example, yellow. . Thus, the higher the degree of attention, for example, the display format of one departure warning line WR can be set to a display color having more red components, for example.

  For example, the display format of one deviation warning line WR may include a change or classification of display luminance (gradation) instead of or in addition to the change or classification of display color. As the degree of attention is higher, for example, the display format of one departure warning line WR can be set to a higher display luminance, for example. Similarly, for example, the display format of one departure warning line WR may include a change or classification of the display range (thickness). As the degree of attention is higher, for example, the display format of one departure warning line WR can be set to a wider display range (thick line), for example. Similarly, for example, the display format of one departure warning line WR may include a change or classification of the blinking speed. As the degree of attention is higher, for example, the display format of one departure warning line WR can be set to a faster blinking speed, for example.

  For example, the display format shown in FIG. 5 may be applied to, for example, the two predicted trajectory lines TR1 and TR2 in FIG. In FIG. 4B, for example, the display color of the two predicted trajectory lines TR1 and TR2 in FIG. 4B is, for example, yellow (orange). It may change according to the relative speed and relative distance between the vehicle behind. Of course, for example, the display color (display format) of the two predicted trajectory lines TR1 and TR2 in FIG. 4B is set to, for example, red, in other words, for example, one deviation warning line in FIG. 4B. It may be set to be the same as the display color (display format) of WR.

  The display format shown in FIG. 5 is merely an example. Therefore, for example, one departure warning line WR (first vehicle information) in FIG. 4B and / or two in FIG. 4B, for example. The predicted trajectory lines TR1 and TR2 (second vehicle information) may be based only on the relative speed or may be based only on the relative distance. For example, in FIG. 4E, for example, the display format of one departure warning line WR is set to zero or lower than the display intensity I, and the display of the departure warning line WR is stopped. Similarly, for example, the display color of the two predicted trajectory lines TRS1 and TRS2 in FIG. 4D is, for example, green, and the degree of attention (display intensity) is set to zero or lower than the display intensity I. .

  In addition, for example, the display format of the two predicted trajectory lines TR1 and TR2 (second vehicle information) in FIG. 4B may be changed according to other information. The other information is, for example, the change rate of the steering angle information. Specifically, for example, as the rate of increase of the steering angle is higher, in other words, the higher the probability that the host vehicle is heading for the departure warning line WR is, for example, two predicted trajectory lines TR1, TR2 (second vehicle information ) Attention level (display intensity) can be set high.

  The present invention is not limited to the above-described exemplary embodiments, and those skilled in the art will be able to easily modify the above-described exemplary embodiments to the extent included in the claims. .

DESCRIPTION OF SYMBOLS 20 ... Display device, 21 ... Reflector, 100 ... Display mechanism, 101 ... Windshield, 102 ... Driver's viewpoint, 103 ... Imaging part, 200 ... Display controller , 210 ... determination unit, 220 ... generation unit, 230 ... storage unit, 300 ... LAN, 310 ... image processing unit, 320 ... road information acquisition unit, 330 ... position Information acquisition unit, 340 ... Instruction information acquisition unit, 350 ... Vehicle speed information acquisition unit, 360 ... Rear vehicle information acquisition unit, 370 ... Steering angle information acquisition unit, AR ... Display range, L ... Display light, L1, L2, L3 ... Lane, H ... Horizontal line, P ... Processing part, S ... Information acquisition part, TR1, TR2, TR1 ', TR2', TR2 '' , TRS1, TRS2, TSR1 ', TSR2' ... second lane information, V ... Virtual image, WL1, WL2, WL3, WL4 ··· borders, WR · · · first lane information.

Claims (3)

The vehicle information is projected onto a display range set in a part of the windshield of the vehicle, and the vehicle information is displayed in the display range so that a virtual image of the vehicle information overlaps an actual landscape from the viewpoint of the driver of the vehicle. A display mechanism that is displayable;
A rear vehicle information acquisition unit capable of acquiring rear vehicle information indicating that a rear vehicle is present behind the vehicle;
Lane change information acquisition unit capable of acquiring lane change information indicating that the vehicle changes from a travel lane of the vehicle to an adjacent lane adjacent to the travel lane across a boundary line;
A processing unit for determining a degree of attention of the rear vehicle based on the rear vehicle information and the lane change information;
A vehicle progress information acquisition unit capable of acquiring information related to the traveling direction of the vehicle;
A steering angle sensor capable of acquiring, as vehicle travel information, steering angle information indicating that the steering handle of the vehicle is operated;
With
The vehicle information includes first vehicle information including the degree of caution, and second vehicle information that changes according to the steering angle information,
The processing unit can generate the first vehicle information and the second vehicle information so that the first vehicle information and the second vehicle information are displayed in the display range.
The processing unit can generate the second vehicle information having a straight traveling property so that the virtual image of the second vehicle information rotates within the display range as the operation amount of the steering wheel increases. Yes,
When the operation amount reaches a predetermined amount, the processing unit is capable of generating the second vehicle information in a different display format instead of the second vehicle information having the straight traveling property. Vehicle information projection system.   The vehicle information projection system according to claim 1, wherein the different display format is a format for generating fixed second vehicle information. Detecting a vehicle behind the vehicle,
Detecting that the vehicle is scheduled to change from a travel lane of the vehicle to an adjacent lane adjacent to the travel lane;
Determining the degree of caution of the rear vehicle before the vehicle finishes changing from the travel lane to the adjacent lane;
Projecting vehicle information whose display position changes according to the steering operation amount of the vehicle onto a display range set in a part of the windshield of the vehicle, and when the operation amount reaches a predetermined amount, Changing the display format of the vehicle information. A vehicle information projection method comprising:

Images