JP2019098857A - Display device for vehicle - Google Patents

Abstract

To provide a display device for a vehicle capable of enhancing convenience for an operator, by achieving a first characteristic in which, affection to visual recognition of a front side is reduced when a visual line of the operator is deviated, and a second characteristic in which an image having desired visibility can be confirmed when the visual line of the operator is directed thereto.SOLUTION: A display device for vehicle comprises: a visual field range acquisition part 103; a visual line movement direction acquisition part 104; and a visibility control part 108. The visual field range acquisition part 103 detects the visual field range in a state of dividing the visual field range to a center visual field in which a display region is set as reference (first range), a peripheral visual field (second range), and outside of a visual field (third range), and the visibility control part 108 controls level of visibility and timing when the visibility is changed, so as to improve convenience for an operator in both of when a visual line of the operator 1 moves to second and third ranges from the first range, and when the visual line of the operator returns to the second and first ranges from the third range. The display device for vehicle may function as a side mirror, for example.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a display device for a vehicle mounted on a vehicle such as a car.

  In the electronic mirror system which plays a role of a side mirror in patent document 1, when displaying the image obtained by imaging the back of a vehicle on a display area, when a driver's line of sight goes to a display area, it usually imaged When an image is displayed and it goes out of the display area, a suppression image whose visibility is suppressed more than that of the normal image is displayed.

  Patent Documents 2 and 3 disclose a head-up display (HUD) device that displays an image as, for example, a virtual image.

JP, 2016-055581, A Unexamined-Japanese-Patent No. 2004-347633 JP 2005-156678 A

  For example, if the driver removes his or her eyes from the side mirror, the influence on the front view is reduced (in other words, it does not prevent the view of the front view or the display of the head-up display (HUD) device). A second characteristic (in other words, a characteristic (in other words, a characteristic that does not adversely affect the forward vision) and a driver can quickly confirm an image with desired visibility if the driver looks at the line at a desired timing). If a line of sight is desired when the user wants to see it, he / she has the desired visibility and the characteristic of being able to confirm the real scene such as the rear of the vehicle.

  In the electronic mirror system replacing the side mirror, it is important to make the above first and second characteristics compatible.

  In the case of the electronic side mirror, since the display area is provided inside the vehicle, the display of the electronic side mirror is a view of the driver's front view and the HUD device as compared with the conventional side mirror provided outside the vehicle. Interference with the display is considered to be more likely, but on the other hand, if the display brightness of the electronic side mirror is sufficiently reduced during a period when the driver is not looking to avoid the interference, the line of sight becomes electronic side mirror For example, it may be assumed that the driver can not obtain necessary information because he / she sees an image that is not the desired visibility when returning immediately.

  Although the point (the point which secures the above-mentioned 1st characteristic) by which the visibility of the picture of an electronic side mirror is suppressed if a gaze is removed is described in patent documents 1 when a gaze is put conversely There is no mention of the point at which the desired viewability image can be seen immediately (the point of securing the second characteristic above).

  The first and second characteristics described above are mutually contradictory characteristics, and as described above, if the visibility of the image is excessively suppressed, this time, based on the visibility when trying to view the image, It can also be assumed that a situation may occur in which it is not possible to return in time, and as a result, an image with low visibility may get into the driver's eyes. Patent Document 1 does not mention at all about this point, and does not describe the measures.

  In addition, in order to play the role of an electronic side mirror, an image obtained by imaging at least one of the side, the rear, and the rear of the vehicle with a camera is displayed as a real image or a virtual image in a display area inside the vehicle, for example. It is not limited to the case where it does, but the inconvenience that the driver can not acquire necessary information when the driver's eyes move is also assumed.

  One object of the present invention is a display apparatus for a vehicle according to a first characteristic that the influence on the forward vision is reduced if the driver removes the line of sight, and the desired visibility if the driver applies the line of sight It is to improve the driver's convenience by making the second characteristic that the user can confirm the image.

  Other objects of the present invention will become apparent to those skilled in the art by referring to the following exemplified aspects and best embodiments, as well as the attached drawings.

In the following, in order to facilitate an understanding of the summary of the invention, an embodiment according to the invention is illustrated.

In the first aspect, the display device for vehicle
A display device for a vehicle that displays an image in a display area as a real image or a virtual image,
In a plan view of the driver of the vehicle viewed from above, a visual field range in which the driver can directly view the display area is a first range, adjacent to the first range, and the display area A second range is a visual field range that the driver looking at is peripherally viewed, and a third visual field range is adjacent to the second range and invisible to the driver looking at the display area. A visual field range acquiring unit that acquires information as to which of the first range, the second range, and the third range the visual line position of the driver is in;
A gaze movement direction acquisition unit that acquires information on the movement direction of the gaze of the driver;
A visibility control unit configured to control visibility of an image displayed in the display area based on the acquired information of the view range acquiring unit and the acquired information of the gaze movement direction acquiring unit;
Have
The visibility control unit
When the line of sight of the driver is in the first range, the visibility of the image displayed in the display area is taken as the first visibility.
When the line of sight of the driver is in the third range, the first visibility or the second visibility lower than the first visibility is used.

In the first aspect,
In the case where the line of sight of the driver is in the second range,
When the line of sight of the driver is in the second range as a result of moving from the first range to the second range, the image displayed in the display area when the movement is detected And the third visibility, which is lower than the second visibility,
When the line of sight of the driver is in the second range as a result of moving from the third range to the second range, it is detected whether or not to stay in the second range for a predetermined time or more. If it does not stay, the visibility in the immediately preceding third range is maintained, and if it stays, it is higher than the third visibility or the third visibility when the predetermined time has elapsed, And a fourth visibility lower than the second visibility,
Or
It is detected whether or not the driver's line of sight stays in the second range for a predetermined time or more regardless of whether the line of sight of the driver is in the second range as a result of moving from either the first or third range. When it does not stay, the visibility immediately before moving to the second range is maintained, and when it stays, the third visibility or the third visibility when the predetermined time has elapsed. The fourth visibility is higher than the sex and lower than the second visibility.

  In the first aspect, a visual field range acquisition unit, a gaze movement direction acquisition unit, and a visibility control unit are provided, and the visual field range acquisition unit is configured to select a central visual field (the first visual field range based on the display area). Range: referred to as range A), peripheral visual field (second range: referred to as range B), outside the visual field (third range: referred to as range C), and the visibility control unit 108 detects driving. When the line of sight of the person leaves range A and moves to range B and range C (if it moves away from the display area), and if it returns from range C to range B and range C (closes to display area) Controlling the level of visibility and the timing at which the visibility changes so as to improve the convenience of the driver in both cases of moving in the direction, and the above first characteristic required of the electronic mirror Balance with the second property.

  In the visibility control in the first aspect, when the driver's line of sight is in the range C (the range farthest from the display area), the visibility of the image displayed in the display area is set to the range A (the driver It is considered as the visibility (or the visibility according to this) in the case where it is in the direct view range). In this way, even if the driver's line of sight passes (passes through) the range B from the range C and returns quickly to the range A, the image of the desired visibility is surely seen (in other words, necessary information Can be acquired reliably).

  However, if the driver's line of sight returns from range C to range B and stays here (does not go to range A), it is disadvantageous that the visibility is enhanced when it is in range C (( There is a high possibility of interfering with the display in front of the real scene or the HUD device).

  Therefore, in consideration of the above merits and demerits, when the driver's line of sight moves from the range C to the range B, it is determined whether the line of sight stays in the range B for a predetermined time (for example, one second) or more. If it does not stay (passes), the visibility in the range C is maintained, and if it stays, the visibility is reduced after a predetermined time to suppress interference with the real view in front and the display of the HUD device. It is preferable to perform the process of.

  On the other hand, when the driver's line of sight moves from range A to range B, when the driver looks back at the image of the electronic side mirror and then returns the line of sight to the front, the line of sight of the driver is usually It is considered that the range B often remains. In other words, immediately after moving from the range A to the range B, returning from the range B to the range A again is considered to be less likely, and similarly, the driver's gaze moves from the range A to the range B In addition, it is generally considered that, except for the right turn, the left turn, and the like, it does not generally occur very much, even if it reaches the outside of the visual field (range C).

  According to this concept, when the driver's line of sight moves from the range A to the range B, when the movement is detected, it is possible to suppress the interference with the real view in front and the display of the HUD device immediately. It is preferable to reduce the visibility of the mirror image (first visibility control method).

  However, in consideration of driving scenes such as right turn, left turn and deep meandering, the driver's line of sight may move from range A to range C by passing range B (passing) with some probability. You might also say that. In this case, if the driver's line of sight moves from the range A to the range C, the visibility in the ranges A and C is both high, so there is no need to reduce the visibility in the range B, If the line of sight moves from the range A to the range B and stays in the range B, it is better to reduce the visibility in order to suppress interference with the real view ahead and the display of the HUD device.

  Based on this idea, even when the driver's line of sight moves from range A to range B, whether the line of sight stays in range B for a predetermined time or more, as in the case of moving from range C to range B Judging, if not staying (when passing), for example, maintain the visibility in the range A (or the visibility according to this), if it stays, interference with the front view of the real scene and the display of the HUD device It is preferable to carry out processing to reduce the visibility after a predetermined time has elapsed in order to suppress the above (second visibility control method).

  Also, regarding the level of visibility, when the visibility when the driver's line of sight is in the range A is the first visibility V1, the visibility in the range C may be V1, but it is not It does not mean that it is impossible. For example, the second visibility V2 may be slightly lower than V1. In this way, when the line of sight returns from range C to range B and remains within range B, the visibility is V2 (<V1), so the degree of interference with the display in front of the real scene or the HUD device Can be lowered. In the above description, the term “visibility according to the visibility in the first range” refers to the second visibility.

  In addition, the level of visibility (third visibility V3) when the line of sight moves from range A to range B and the visibility decreases, and the line of sight moves from range C to range B and visibility decreases The level of visibility in the case (the fourth visibility V4) can also be made different (of course, V3 = V4 may be used). For example, when V3 <V4 (<V2 <V1), the line of sight moves from the range C to the range B, stays slightly for a while, and then returns to the range A. Since V4 is higher than V3, for example, the change in visibility is quicker in the case of raising (improvement) from V4 to V1 as compared to the case of raising (improvement) in visibility from V3 to V1. It can be completed.

  Thus, when the driver's line of sight leaves range A and moves to range B and range C (when moving away from the display area), and returns from range C to range B and range C ( The electronic mirror etc. by appropriately controlling the level of visibility and the timing at which the visibility changes so that the convenience of the driver is improved in both cases of moving in the direction approaching the display area). The required first and second characteristics can be balanced to achieve optimum visibility control.

In a second aspect dependent on the first aspect,
The visibility control unit
In the case where the process of reducing the visibility of the image displayed in the display area is performed while the line of sight of the driver is in the second range, or the line of sight of the driver is from the second range When performing processing to enhance the visibility of the image displayed in the display area by moving to the third range, the change in visibility may be changed to have a slope with respect to the passage of time .

  In the second aspect, as the line of sight moves, the visibility also gradually changes in accordance with the movement angle, so that the sense of discomfort (the sense of incongruity due to a sharp change in visibility) given to the driver's eyes is reduced. Can.

In a third aspect dependent on the first or second aspect,
The image is obtained by imaging at least one of the side, the rear, and the rear of the vehicle with a camera,
Each of the first range, the second range, and the third range is a visual field range of the driver in plan view when the driver of the vehicle is viewed from above;
The display area has a first area that plays the role of a right side mirror when the vehicle is a right-hand drive car, and a second one that plays the role of a left side mirror when the vehicle is a left-hand drive car Have an area,
When the vehicle is a right-hand drive vehicle, the visibility control unit performs the visibility control on an image displayed in the first area at least in the left turn period of the vehicle, and the vehicle is a left-hand drive vehicle In this case, the visibility control may be performed on the image displayed in the second area at least during the right turn period of the vehicle.

  In the third aspect, the left turn period of the right-hand drive car and the right turn period of the left-hand drive car are assumed as specific driving situations in which the problems described above easily occur. At this time, since the above problem is likely to occur in the electronic side mirror close to the driver's eyes, the above-described visibility control is performed on the display image of the display area for the electronic side mirror closer to the driver's eye It is something like that.

  When the above visibility control is performed only during a predetermined driving condition such as right turn, left turn, meandering driving (but not limited to this), visibility control is always implemented. The load on the display control unit is reduced compared to the case, and no adverse effect (for example, giving a more annoying feeling to the driver) due to frequent changes in the visibility of the image in the display area, for example, does not occur.

In a fourth aspect dependent on the third aspect,
The visibility control unit does not execute the visibility control when the line of sight of the driver contradicts a change in the steering angle of the vehicle even when the vehicle turns left or right. Alternatively, the change in the driver's line of sight may be ignored and excluded from the basic information for visibility control.

  In the case of a left turn or a right turn of the vehicle, the driver's line of sight usually changes to correspond to the change in the steering angle of the vehicle. If the driver's line of sight contradicts the steering angle of the vehicle (e.g. it is obviously inconsistent), for example when the driver is turning left at an intersection, the driver is concerned with the left turn direction for any reason If you are looking in the wrong direction, it may be a dangerous driving situation, and it may be necessary for the driver to look around. The above-described visibility control is not performed in addition to the meaning of notification, and the visibility is maintained, for example, at the first visibility (V1) in the first range. According to the fourth aspect, since visibility is fixed in a driving situation in which visibility control is not suitable, it is possible to prevent, for example, unnecessary control from being performed.

In a fifth aspect dependent on any one of the first to fourth aspects,
When the visibility control unit determines that the driver is in high tension based on the driver's biological information when the driver's gaze position is frequently changed and determined to be unstable When it is determined that the display is in a difficult-to-see state due to bad weather or nighttime, when there is a control inappropriate factor that is not suitable for the visibility control including at least one of the above, the visibility control is not performed Alternatively, the change in the driver's line of sight may be ignored and excluded from basic information for visibility control.

  In the fifth aspect, when it is determined that the driver's gaze is unstable, it is determined that the user is in high tension based on biological information (for example, pulse information obtained from a pulse meter wound on the driver's arm) If there are control inappropriate factors such as poor weather, nighttime, etc. where it is determined that the display is in a difficult-to-see state, visibility control is not performed or changes in the driver's line of sight are ignored. Take measures such as In this case, the visibility is maintained, for example, at the first visibility (V1) in the first range. Thus, for example, unnecessary control is prevented from being implemented.

In a sixth aspect dependent on any one of the first to fifth aspects,
The display area may be a display area provided in a part of a virtual image displayable area in a head-up display (HUD) device or a display area of a display disposed in front of the driver.

  In the sixth aspect, for example, a vehicle display device functioning as an electronic side mirror (electronic mirror) may be realized using a head-up display (HUD) device, and a display disposed in front of the driver (Including various displays such as a liquid crystal display, a composite display plate, and the like, and are broadly interpreted). As a result, it is possible to appropriately display the captured image of the rear of the vehicle or the like using at least one of the virtual image and the real image, and thus the driver's convenience is remarkably improved.

In a seventh aspect dependent on any one of the first to sixth aspects,
When the first visibility in the first range is adjusted in accordance with the brightness around the vehicle, the visibility control unit determines the first visibility in the first range after adjustment. The third and fourth visibility in the second range and the first and second visibility in the third range may be adjusted to correspond to the gender.

  In the seventh aspect, even in the case where visibility control and automatic light adjustment control are in competition with each other, both controls can be compatible and accurate visibility control can be implemented.

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

FIG. 1A is a view showing an example of arrangement of display areas and an example of display in the case where a display area of an image obtained by capturing the rear of a vehicle etc. is provided in a virtual image displayable area of a head-up display (HUD) device. FIG. 1B is a view showing another arrangement example of the display area in the HUD device and an arrangement example of the display in the case where the display area is provided on the display surface of the display arranged in front of the driver. . FIGS. 2A to 2D are diagrams showing control examples of the visibility of the image displayed in the display area in the first half when the right-hand drive vehicle turns left. FIGS. 3A to 3C ′ are diagrams showing control examples of the visibility of the image displayed in the display area in the second half when the right-hand drive vehicle turns left. FIG. 4A is a view showing an example of the configuration of the main part of the HUD device, and FIG. 4B is a view showing an example of the configuration of the display control unit. FIG. 5 (A) is a diagram showing an arrangement example of a camera in a vehicle and a rear imaging range, and FIG. 5 (B) is a first visual field range (central visual field A) with the visual field range as a reference It is a figure which shows an example in the case of dividing into visual field range (peripheral visual field B) and 3rd visual field range (outside of field C). FIG. 6A to FIG. 6D are diagrams showing an example of visibility control. FIG. 7 is a flowchart showing a processing procedure in the case of performing the visibility control shown in FIGS. 6 (A) to 6 (D). FIGS. 8A and 8B are diagrams showing another example of visibility control. FIG. 9 is a flowchart showing a processing procedure in the case of performing the visibility control shown in FIGS. 8 (A) and 8 (B). FIGS. 10A and 10B illustrate still another example of visibility control. FIG. 11 is a flow chart showing a processing procedure in the case of performing the visibility control shown in FIG. 10 (A). FIG. 12 is a flowchart showing a processing procedure in the case of performing the visibility control shown in FIG. 10 (B). It is a flowchart which shows the example of determination of the presence or absence of implementation of visibility control at the time of left turn or right turn of a vehicle. FIG. 14A shows a configuration example of the main part of the HUD device having an automatic light adjustment control function, and FIG. 14B shows an example of visibility control when automatic light adjustment control is performed. FIG.

The preferred embodiments described below are used to easily understand the present invention. Accordingly, one of ordinary skill in the art should note that the present invention is not unduly limited by the embodiments described below.
The display device for a vehicle according to the present invention is preferably at least one of the side, the rear, and the rear of the vehicle (not limited to these, and may include, for example, imaging of the upper side and the lower side of the vehicle) This is a vehicle display device that functions as a so-called electronic side mirror (electronic mirror) that can display an image obtained by capturing an image by a camera (imaging unit) as a real image or a virtual image in a display area inside the vehicle. . In addition, a vehicle is a kind of vehicle, and shall be interpreted broadly. However, the image may be formed in one content unit, and the image may be obtained independently of the camera.

The display area described above is a display area provided in a part of a virtual image displayable area in a head-up display device (hereinafter referred to as a HUD device) or a display of a display disposed in front of a driver (user) It may be a region.
In other words, the vehicle display device of the present invention that functions as, for example, an electronic side mirror (electronic mirror) may be realized using a HUD device, and a display (liquid crystal display or the like disposed in front of the driver) And various displays, complex display boards, etc., and it shall be widely interpreted. As a result, it is possible to appropriately display the captured image of the rear of the vehicle or the like using at least one of the virtual image and the real image, and thus the driver's convenience is remarkably improved.

  Referring first to FIG. Fig. 1 (A) is a view showing an arrangement example and a display example of the display area in the case where the display area of the image obtained by imaging the rear of the vehicle etc. is provided in the virtual image displayable area of the HUD device. These are figures which show the example of arrangement | positioning of the display area in the case of providing the example of another arrangement of the display area in HUD apparatus, and the display area in the case of providing a display area on the display surface of the display arrange | positioned ahead of a driver.

  In the example of FIG. 1A, for example, the vehicle 10 travels on a straight road 2 as an example, and the road 2 as a real view, the side line E1 beside the road, and the center line E2 are ahead. I can see it.

  The driver 1 places the virtual image of the image formed by the HUD device (not shown in FIG. 1A, reference numeral 200 in FIG. 4), for example, in front of the vehicle 10 via the windshield 6. It can be viewed visually. In the example of FIG. 1A, on the surface of the windshield 6, a rectangular virtual image display area (virtual image displayable area) 7 surrounded by a broken line and illustrated is set, and this virtual image display area (virtual image displayable area) 7 is set. It is possible to display a virtual image inside the

  In the example of FIG. 1A, as a virtual image by the HUD device, for example, a navigation display NV1 consisting of the characters "Tokyo" and "arrows" and a display NV2 showing the speed limit of the road are exemplified. . Although not shown, when there is an object (preceding vehicle or the like) to be alerted, it is also possible to display a virtual image (virtual image of superimposed content) superimposed on the object.

  In the example of FIG. 1A, the windshield (here, referred to as a front windshield) 6 of the vehicle 10 functions as a projection target member (a light transmitting member). The driver 1 can visually recognize the real view in front of the vehicle 10 through the windshield (front glass) 6. The rear of the vehicle can also be confirmed by a rear view mirror (back mirror) 125 disposed above the windshield 6.

  Further, at the center of the front panel 11, for example, a display (for example, a liquid crystal panel) 13 capable of displaying an image as a real image is disposed, and various information is displayed here. In the example of FIG. 1 (A), a display (SP) of traveling speed "60 km / h" is made.

  In the example of FIG. 1 (A), the visual field range of the driver 1 is divided into three ranges divided by four straight lines L1 to L4 (indicated by thick dashed lines) for convenience of explanation. In other words, the image of the right electronic side mirror display area ESM (R) can be set as one content. Here, a section between straight lines L1 and L2 is a first range (range A), and a section between straight lines L2 and L3 is a second range (range B), and straight lines L3 and L4 The section to be sandwiched is the third range (range C).

  In other words, the driver 1 displays the display area (for example, in the example of FIG. 1A, the right electronic side mirror display area ESM (R) corresponding to the right-hand drive car) in the vehicle display device of the present invention. The visual field range that can be seen directly is referred to as a first range (range A), and the visual field range adjacent to the first range and viewed by the display area by the driver 1 is a second range (range B) And a visual field range (range outside the visual field range) which is adjacent to the second range and invisible to the driver 1 looking at the display region is taken as a third range (range C). The display device for a vehicle according to the present embodiment detects which visual field range position the line of sight of the driver 1 is in, detects the direction of change of the line of sight, and displays the electronic side mirror display area ESM (R) on the right side. For example, the visibility of an image to be displayed (an image (video) obtained by imaging at least one of the side, the rear, and the rear of the vehicle) is controlled in stages, for example (this point will be described later).

  In FIG. 1A, reference symbol ESM (L) indicates an electronic mirror display area on the left side. Here, the left and right electron mirror display areas ESM (L) and (R) substantially function as electron side mirrors (electron mirrors).

  Further, the steering wheel (handle) 3 is provided with, for example, a mode selection switch 9 used for turning on / off the HUD device, selecting a mode, and the like. The driver 1 can appropriately switch the use / non-use of the function as the electronic side mirror (electronic mirror).

There are various variations in the arrangement of the left and right electronic mirror display areas ESM (L), (R). For example, in the example of FIG. 1 (A), the electronic mirror display area ESM (R) on the right side is disposed in the diagonally right front of the driver 1, but in the example shown on the upper side of FIG. 1 (B) The right-hand electronic mirror display area ESM (R) (shown by a dashed circle in FIG. 1B) is disposed substantially in front of the driver 1. Also, in the lower example of FIG. 1 (B),
Indicators 15a and 15b are provided at the left and right ends of the front panel 11, and the display surfaces of the indicators 15a and 15b become electronic mirror display areas on the right side and the left side. In addition, these are an example and it is not limited to these examples.

  Next, FIG. 2 will be referred to. FIGS. 2A to 2D are diagrams showing control examples of the visibility of the image displayed in the display area in the first half when the right-hand drive vehicle turns left. In FIG. 2, the same reference numerals as in FIG. 1 denote the same parts. This point is the same in the subsequent drawings.

  In FIG. 2A, the line of sight of the driver 1 is in the second range (range B), and the navigation display NV3 for prompting a left turn by the HUD device is displayed. Here, in the electronic mirror display area ESM (R) on the right side, visibility control of the image is performed.

  In other words, when the vehicle 10 is a right-hand drive vehicle, visibility control is performed for an image displayed in the electronic mirror display area ESM (R) (sometimes referred to as a first area) on the right side at least during the left turn of the vehicle 10 If the vehicle 10 is a left-hand drive vehicle, the image displayed on the left electronic mirror display area ESM (L) (sometimes referred to as a second area) at least during the right turn period of the vehicle 10 Preferably, visibility control is implemented for

  As a specific driving situation in which the problem described above easily occurs, the left turn period of the right-hand drive car and the right turn period of the left-hand drive car are assumed. At this time, in the electronic side mirror display area close to the driver's 1 In the example of FIG. 2, the visibility control is performed on the display image of the electronic side mirror display area ESM (R) on the side (right side) near the driver 1's eyes.

  When the above visibility control is performed only during a predetermined driving condition such as right turn, left turn, meandering driving (but not limited to this), visibility control is always implemented. The load on the display control unit is reduced compared to the case, and no adverse effect (for example, giving a more annoying feeling to the driver) due to frequent changes in the visibility of the image in the display area, for example, does not occur.

  In FIG. 2A, the line of sight of the driver 1 is in the second range (range B), and the display image of the electronic side mirror display area ESM (R) is viewed from the peripheral visual field as seen from the current driver 1. Will be. Therefore, the display image of the electronic side mirror display area ESM (R) on the right side is lowered (suppressed) in visibility so as not to hinder the driver 1 from seeing in front (or seeing the navigation display NV3). It is an image. In the drawing, the electronic side mirror display area ESM (R) and the display image thereof are drawn by broken lines, which indicates that the visibility is lowered.

  The visibility can be realized, for example, by adjusting the brightness (tone) of the image (real image, virtual image). At this time, it is also possible to adjust the lightness, saturation, color tone and the like together.

  In FIG. 2B, the driver 1 directs the line of sight to the electronic side mirror display area ESM (R) on the right before turning left, in order to prevent a jamming accident due to a shake to the right. As a result, the line of sight of the driver 1 moves to the first range (range A). In this case, the visibility of the display image of the right electronic side mirror display area ESM (R) is switched to an image having normal visibility (desired luminance) by visibility control. This allows the driver 1 to quickly and clearly confirm the displayed image.

  In FIG. 2C, the driver 1 turns the steering wheel to the left, and the sight line returns to the second range (range B). Therefore, as in FIG. 2A, the display image of the electronic side mirror display area ESM (R) on the right side is an image with reduced visibility.

  In FIG. 2D, the left turn of the vehicle 10 proceeds, and the line of sight of the driver 1 is directed to the road 14 to be turned left. Thus, the line of sight of the driver 1 moves from the second range (range B) to the third range (range C). In FIG. 2D, at this time, the visibility of the display image of the electronic side mirror display area ESM (R) on the right side is restored to the normal visibility in FIG. 2B. This is because when the left turn is finished, it is assumed that the line of sight of the driver 1 goes from the third range (range C) to the first range (range A), so that switching delay of visibility occurs. In order not to do so, the visibility (brightness) of the display image is returned to the normal visibility (brightness) in advance.

  Next, FIG. 3 will be referred to. FIGS. 3A to 3C ′ are diagrams showing control examples of the visibility of the image displayed in the display area in the second half when the right-hand drive vehicle turns left.

  Following FIG. 2 (D), as shown in FIG. 3 (A), the left turn proceeds further, and as shown in FIG. 3 (B), the left turn is completed. Along with this, the line of sight of the driver 1 returns from the third range (range C) to the second range (range B).

  As an aspect following FIG. 3 (B), two aspects of FIG. 3 (B ') and FIG. 3 (C) may be assumed. FIG. 3 (B ′) is a case where the driver 1's gaze stays in the second range (range B) for a predetermined time or more, and FIG. 3 (C) shows a predetermined time in the second range (range B). It is a case where it passes through (passing) and returns to the first range (range A) at once without staying the above.

  In FIG. 3 (B ′), the display image of the electronic side mirror display area ESM (R) on the right side is visible so as not to hinder the visual recognition of the real view etc. in front of the driver 1 (second range B). Is in a lowered state.

  On the other hand, in FIG. 3C, the visibility of the display image of the electronic side mirror display area ESM (R) on the right side maintains normal visibility. In other words, through FIG. 2 (D), FIG. 3 (A), and (B), a state in which normal visibility is maintained consistently is maintained, and control to reduce the visibility is not performed. Therefore, the driver 1 can see clearly a clear image when the eye gaze is quickly applied (moved) to the electronic side mirror display area ESM (R) on the right side, and the necessary information can be obtained instantly. Can.

  In FIG. 3 (C ′), the line of sight of the driver 1 returns to the second range (range B), so that the visibility of the display image of the electronic side mirror display area ESM (R) on the right is again visible. It becomes a state where the sex is reduced (suppressed).

  As described above, the side mirror has a first characteristic (in other words, it does not interfere with the view of the real view in the front) that the influence on the view in the front is reduced if the driver removes the line of sight. Second feature that an image with desired visibility can be quickly confirmed if the driver looks at the timing at which he / she wants to see, in other words, when he / she wants to see If the electronic mirror system is replaced with the side mirror, the first and second characteristics described above can be simultaneously achieved. It is important to

  As can be seen from the example of the visibility control in FIGS. 2 and 3, in the present embodiment, for example, in the display device for a vehicle having a function as an electronic mirror, the first and second characteristics described above are always considered. By executing adaptive and optimum visibility control in accordance with the driving situation, coexistence of the first and second characteristics (in other words, balancing the two) is realized.

  Next, FIG. 4 will be referred to. FIG. 4A is a view showing an example of the configuration of the main part of the HUD device, and FIG. 4B is a view showing an example of the configuration of the display control unit. In FIG. 4A, the flat road surface R is orthogonal to the road surface R, the direction away from the road surface is the Y direction (upward direction), the front is the X direction, and the width direction of the vehicle 10 is the X direction.

  As shown in FIG. 4A, in the vehicle 10, a pupil imaging camera 50 for detecting the line of sight direction (viewpoint position) of the driver 1, and an ambient imaging camera (here, forward and side imaging cameras 4) and a rear imaging camera for imaging rear, side, rear side, etc. (not shown in FIG. 4 (A), reference numeral 102 (102 a, 102 b) in FIG. 4 (B) and FIG. 5 (A)) And the HUD device 200 are provided.

  The HUD device 200 is installed, for example, in the dashboard 4. The HUD device 200 includes an image generation unit 33, a light projection control unit 35, a projection optical system 37, and a light source 202.

  Further, a display panel 13 is provided in front of the driver 1, and accordingly, an image generation unit 350 for the display panel 13 and a display control unit 352 are provided.

  The display control unit 100 is electrically connected to the light source 202 of the HUD device 200, the image generation unit 33, and the display control unit 352 via a bus (BUS). The display control unit 100 performs, for example, control of the visibility of the display image of the electronic side mirror display area ESM (R) at least on the right side.

  The display light K1 emitted upward from the projection optical system 37 of the HUD device 200 is projected (projected) on the windshield (here, the front windshield) 6 of the vehicle 10 as a projection target member (light transmitting member). , Part of which is reflected and travels toward the driver's 1 eye (viewpoint) Q. Thereby, the electronic side mirror display area ESM (R) on the right side and the left side described above on the virtual image display surface PS located at a position away from the vehicle 10 by a predetermined distance in front of the driver 1, for example. (L) is displayed.

  The example of FIG. 4 (A) corresponds to the example of FIG. 1 (A) or FIG. 1 (B) described above, and the HUD device 200, the display 13, and the display control unit 100 are described as an example. For example, the display apparatus for vehicles (or electronic mirror system) which has a function as an electronic mirror is comprised.

  Next, FIG. 4B will be referred to. The display control unit 100 acquires a gaze position acquisition unit 52 that acquires (detects) information (gaze position information) of the gaze position (gaze direction) of the driver 1 based on an imaging signal from the pupil imaging camera 50; A visual field range acquisition unit 103 that acquires (detects) information (visual field range information) in which visual field range, and a visual line movement direction acquisition unit 104 that acquires (detects) information of a visual line movement direction (visual line movement direction information) , A driving condition determination unit 106, and a visibility control unit 108.

  The driving condition determination unit 106 receives, as an example, an imaging signal of the surrounding imaging camera 54, and generally controls the vehicle and also collects various vehicle information and the like from an ECU (electronic control unit) 56. Various types of information (FIG. 4B exemplifies steering angle information and illumination information indicating turning on / off of a headlight, etc.) are input, and a biological information detection unit (for example, the driver 1 Biological information (such as pulse information) from a pulse meter 58 attached to the arm may be input.

  The visibility control unit 108 controls, for example, the display gradation of the display 13 and the emission luminance of the light source 202 provided in the HUD device 200 to display the right and left electronic side mirror display areas ESM (R) shown above. , (L), for example, is controlled stepwise. However, the present invention is not limited to this, and linear control may be performed. The visibility control unit 108 receives an imaging signal of the rear imaging camera 102 (102a and 102b; see FIG. 5A).

  Next, FIG. 5 will be referred to. FIG. 5 (A) is a diagram showing an arrangement example of a camera in a vehicle and a rear imaging range, and FIG. 5 (B) is a first visual field range (central visual field A) with the visual field range as a reference It is a figure which shows an example in the case of dividing into visual field range (peripheral visual field B) and 3rd visual field range (outside of field C).

  In the vehicle 10, a rear imaging camera 102 (for the left 102a, for the right 102b) is attached instead of the conventional door mirror or together with the door mirror. Further, on the roof of the vehicle 10, a surrounding imaging camera 54 and an illuminance meter 57 for measuring the brightness of the surrounding are provided. In FIG. 5A, regions Z1 and Z2 indicated by hatching indicate an imaging range behind each of the rear imaging cameras 102a and 102b (here, the rear side and the side are included). .

  FIG. 5B shows the division of the visual field range in a plan view when the driver 1 of the vehicle 10 is viewed from above. As described also in FIG. 1A, the driver 1 displays the display area (here, in FIG. 1B, the electronic side mirror display area ESM (R) on the right side shown surrounded by a dashed circle). Field of view that can be viewed directly) is the first range (range A), and is adjacent to the first range; A visual field range adjacent to the second range and invisible to the driver 1 looking at the display area is referred to as a third range (range C).

  Specifically, a straight line (Z direction (forward direction) connecting the center of the display area ESM (R) located in front of the driver 1 and the viewpoint position Q of the driver 1 (here, the middle position between the two eyes) Range with the angle of θ1 on the left is the first range (range A) and the range with the angle of θ2 (θ1 <θ2) is the second range (range B) And the range exceeding the angle θ2 is the third range (range C).

  The visual field range acquisition unit 103 in the display control unit 100 shown in FIG. 5B has the first, second, and third ranges (ranges A to C) of the driver's 1 gaze (gaze position, gaze direction). To detect which of the

  Further, the line-of-sight movement direction acquisition unit 104 shown in FIG. 5B detects the movement direction of the line of sight of the driver 1. Further, the visibility control unit 108 illustrated in FIG. 5B controls the visibility of the image displayed in the display area based on the respective acquired information of the visual field range acquiring unit 103 and the gaze movement direction acquiring unit 104. .

  Next, a specific example of control of visibility will be described. Please refer to FIG. 6 and FIG. FIG. 6A to FIG. 6D are diagrams showing an example of visibility control. FIGS. 8A and 8B are diagrams showing another example of visibility control. In addition, since the example of FIG. 8 is a modification in the example of FIG. 6, a preferable example of visibility control is first demonstrated using FIG. 6 (A)-(D).

  In the visibility control unit 108 shown in FIG. 4B, the line of sight of the driver 1 leaves the first range (range A) and moves to the second and third ranges (range B, range C). (In other words, when moving away from the display area ESM (R)), and when returning from the third range (range C) to the second and first ranges (range B, range A) (in other words, Control the timing at which the level of visibility and the visibility change so that the convenience of the driver 1 is improved in both cases of moving in the direction approaching the display area ESM (R)). Balance between the first property (the property that it does not interfere with the forward vision if the line of sight is removed) and the second property (the property that the image of the desired visibility can be confirmed instantaneously when the line of sight is applied) To be able to Since the first and second characteristics contradict each other, it is possible to give priority to either one over the other according to the situation, for example, by predicting the movement of the driver 1's line of sight, etc., while maintaining balance. Achieve optimal visibility control.

  In FIGS. 6A to 6D, the horizontal axis represents time and the visual field (in the case of FIG. 6A, the direction of sight line movement is also shown), and the vertical axis takes visibility. There is.

  In FIGS. 6A and 6C, the line of sight of the driver 1 is in the first range (range A) during the period from time t0 to t1. At this time, the driver 1 directly looks at the display area (display area ESM (R) where the image of the vehicle display device functioning as an electronic mirror is displayed), and in this case, the displayed image is The first visibility V1 is set. The first visibility V1 is, in other words, desired visibility which is realized by an image having a suitable luminance and the like as a display image of the electronic mirror.

  When the line of sight of the driver 1 moves and leaves the first range (range A), passes through the second range (range B) (time t1 to t2) and enters the third range (after time t2) The visibility of the image is the first visibility V1 (FIG. 6A) in the first range, or a second visibility V2 lower (eg, slightly lower) than the first visibility V1 and the second visibility V2 (FIG. 6 (C)).

  When the driver 1's line of sight is in the third range (range C), the driver 1 can not see the image of the display area (it is out of the field of view) (FIG. 2 described above) (See (D)), the line of sight of the driver 1 eventually returns from the third range (range C) to a direction approaching the first range (range A) (FIG. 3A described above) (See FIG. 3 (C ′)), in the case of returning to the second range (range B) and staying as it is in the second range (range B) (FIG. 3 (B ′)), The case (Fig. 3 (C)) where it passes through the range 2 (range B) and passes back to the first range (range A) is assumed.

  As described above, in Patent Document 1, when the line of sight of the driver 1 returns from the third range (range C) to the first range (range A), the suppressed visibility is restored to the original state. Although it may not be in time, in the present embodiment, when the line of sight of the driver 1 is in the third range (range C), in consideration of the case where the line of sight returns back to the first range (range A) In advance, the visibility is returned to the first visibility V1 or the second visibility V2 lower (e.g., slightly lower) than the first visibility. Then, even when the line of sight of the driver 1 passes from the third range (range C), passes through the second range (range B), and returns to the first range (range A) all at once In the range of 1 (range A), it is possible to confirm the original image of the first visibility V1.

  Here, when the line of sight of the driver 1 is in the third range (range C), the visibility of the image in the display area is also set to the second visibility V2 (example of FIG. 6C). What is assumed is that when the line of sight returns from the third range (range C) to the first range (range B), it stays in the second range (range B) and falls into the first range (A) It is considered that there is a possibility that it does not go. In other words, if the second visibility V2 slightly lower than the first visibility V1 is stored, for example, the time t3 in FIG. 6C also when the line of sight remains in the second range (range B). In the period from t6 to t6, the visibility of the image in the display area is the second visibility V2 which is suppressed more than the first visibility V1. It can be reduced. Since the second visibility V2 can be rapidly shifted to the first visibility V1, the line of sight passes through the second range (range B) and returns to the first range (range A). Even in this case, the image of the first visibility V1 can be reliably shown to the driver, and no particular problem occurs.

  Next, in the case where the line of sight is in the second range (range B), in this case, as a result of the line of sight moving from the first range (range A) to the second range (range B) In the case of the range 2 (in the case of a change in the line of sight away from the display area: times t1 to t2 in FIGS. 6A and 6C) and the third range (range C) to the second range (range) In the case of being in the second range (range B) as a result of moving to B) (in the case of line-of-sight change in the direction approaching the display area: time t3 to t4 in FIG. 6 (A), time in FIG. 6 (C) t3 to t7).

  In addition, as the movement mode of the line of sight, as described above, the second range (range B) is passed (passed), and the second range (range B) remains for a predetermined time (for example, 1 second) or more. Is considered.

  As discussed here, in the case of a change in line of sight in the direction away from the display area, the line of sight again returns to the first range (range A), considering that it is immediately after the driver confirms the image behind the vehicle. Is considered rare. Therefore, the first characteristic described above (the characteristic that does not disturb the view of the real scene in front) is prioritized over the second characteristic (the characteristic that allows the user to see an image with desired visibility immediately by looking at the line of sight). It is considered that the order is high.

  On the other hand, in the case of a change in line of sight in the direction approaching the display area, the driver 1 left the line of sight and left the line of sight in the third range (C). At this time, there is a high possibility that the rear (side rear) will also be checked to confirm the situation. Therefore, in this case, the second characteristic is considered to have higher priority than the first characteristic.

  In view of these points, in one preferred example, when going from the first range (range A) to the second range (range B), as soon as a change in the line of sight is detected: The visibility of the image is reduced to the third visibility (V3: V3 <V2) so as not to prevent the driver from seeing the real scenery ahead (time of FIGS. 6A to 6D) t1 to t2).

  On the other hand, when entering from the third range (range C) to the second range (range B), as described above, the second range (B) is passed (passed through) and the first range (range) In consideration of the possibility of entering A), it is detected whether or not the sight line stays in the second range (range B) for the predetermined time Ts or more, and if it does not stay, the previous visibility (the third range in the third range) If the visibility V1 of 1 or the second visibility V2 of 1 is maintained (time t3 to t4 in FIG. 6A), and it stays, the driver 1 sees the front view etc. after a predetermined time Ts elapses To the third visibility V3 (V3 <V2) (time t6 to t7 in FIGS. 6B and 6C) or the fourth visibility V4 (V3 <V4) so as not to interfere with <V2) (time t6 to t7 in FIG. 6 (D)). As a result, when the line of sight passes through the second range (range B), balanced visibility control is realized in consideration of both cases of staying in the second range (B).

  Here, when the line of sight moves from the third range (range C) to the second range (range B), the fourth visibility V4 (V3 <V4 <V2) is set as the visibility. It is also assumed (in the case of FIG. 6 (D)) that even if the line of sight remains in the second range (range B), the time is short and the first range (range If there is a fourth visibility V4 (V3 <V4 <V1) higher than the third visibility V3 in this case, the first visibility from the third visibility V3 is also quite possible. The time for changing from the fourth visibility V4 to the first visibility V1 is shortened as compared to the case of changing to the polarity V1, and the first visibility V1 in the first range (range A) is reduced. It is possible to reduce the delay when returning to.

  Further, in another preferable example (the modified example shown in FIGS. 8A and 8B), when the sight line enters from the first range (range A) to the second range (range A) Also at (time t1 in FIGS. 8A and 8B), it is determined whether the sight line stays in the second range (range B) for a predetermined time Ts (for example, 1 second) or more. This takes into consideration that the third range (range C) may be passed through without being limited to the second range (range B).

  As described above, when the visibility of the image is reduced to the third visibility V3 (V3 <V2 <V1) as soon as it is detected that the sight line has entered the second range, as described above, When passing through the range 2 (range B) and reaching the third range (range C), the third visibility V3 is returned to the first visibility V1 or the second visibility V2, It is not efficient because a wasteful process is required. Therefore, if the line of sight does not stay within the second range (range B), the visibility immediately before entering the second range (in this case, the first visibility V1 in the first range) is maintained. (Time t1 to t2 in FIG. 8 (B)).

  In FIG. 8A, since the sight line stays in the second range (range B) for a predetermined time or more, the visibility at the time t1 ′ at which the predetermined time Ts has passed is changed from the first visibility V1 to the first visibility V1. It has fallen to the visibility V3 of 3. In the example of FIG. 8 (B), there is no change in the visibility because a stay of the line of sight longer than the predetermined time Ts is not detected. In the example of FIG. 8 (B), also from time t3 to t4, there is no change in the visibility because a stay of the line of sight longer than the predetermined time Ts is not detected. Therefore, in the example of FIG. 8B, as a result of executing the visibility control, the visibility remains maintained constant (first visibility V1) over time t0 to t4. It is obvious that such a control result can not occur in the above-mentioned Patent Document 1, and it is clear that the visibility control of this embodiment is fundamentally different from Patent Document 1.

  Thus, in the preferred embodiments shown in FIGS. 6A to 6D and 8A and 8B, it can be interpreted as a broad concept including side mirrors (including rear view mirrors). In the display device for a vehicle that plays the role of), the visual field range is divided into a central visual field (first range), a peripheral visual field (second range), and a non-visual field (third range) with reference to the display area. When the visibility control unit 108 detects that the line of sight of the driver 1 leaves the first range (range A) and moves to the second and third ranges (ranges B and C), and Changes in the level of visibility and the visibility so that the convenience of the driver 1 is improved both in the case of returning to the second and first ranges (range B, range A) from the range (range C) of Control the timing at which the driver operates, and if the driver 1 turns his eyes off, the front view (or H D) The first characteristic that the influence on visual recognition of the other virtual images displayed by the device D is reduced, and the second characteristic that an image having desired visibility can be instantaneously confirmed if the driver 1 looks at the line of sight It is possible to improve the convenience of the driver by making

  Summarizing the above, the following visibility control is performed. That is, when the line of sight of the driver 1 is in the first range, the visibility control unit 108 sets the visibility of the image displayed in the display area to the first visibility V1 and the line of sight of the driver 1 is When it is in the third range, it is set as the second visibility V2 lower than the first visibility V1 or the first visibility V1 and when the line of sight of the driver 1 is in the second range. When the line of sight of the driver 1 is in the second range as a result of moving from the first range to the second range, the visibility of the image displayed in the display area when the movement is detected As a third visibility V3 lower than the second visibility, and when it is in the second range as a result of moving from the third range to the second range, it stays in the second range for a predetermined time Ts or more If it does not stay, maintain the visibility in the previous third range, and stop. In this case, when the predetermined time Ts has elapsed, the fourth visibility V4 is higher than the third visibility V3 or the third visibility V3 and lower than the second visibility V2 6A to 6D or the second range regardless of whether the line of sight of the driver 1 is in the second range as a result of moving from the first or third range. Whether or not to stay in the range for a predetermined time Ts or more is detected, and if it does not stay, the visibility immediately before moving to the second range is maintained, and if it stays, the third time when the predetermined time TS has elapsed A fourth visibility V4 which is higher than the visibility V3 or the third visibility V3 and lower than the second visibility V4 (FIGS. 8A, 8B and 6D) ).

  Next, with reference to FIG. 7, an example of a processing procedure for the control shown in FIGS. 6A to 6D to carry out will be described. FIG. 7 is a flowchart showing a processing procedure in the case of performing the visibility control shown in FIGS. 6 (A) to 6 (D).

  In step S1, gaze position information is detected, and in step S2, a visual field range (X) and a gaze movement direction are detected. In step S31, it is determined whether or not X = A (whether or not the visual field range X is within the range A which is the first range).

  In the case of Y at step S31, next, at step S41, it is determined whether the sight line is changing (moving) in the direction of the third range (range C) (step S41).

  In the case of Y in step S41, the process of reducing the visibility (step S60) is performed instantaneously (in other words, when it is detected that the sight line has changed from the range A to the range B), the process of decreasing the visibility (first A process of changing the visibility V1 to the third visibility V3 is performed. In the case of N at step S41, the visibility (first visibility V1) is maintained at step S63.

  In step S31, in the case of N, it is determined in step S32 whether or not X = B (whether or not the visual field range X is within the range B which is the second range). Here, in the case of Y, it is determined in step S42 whether the line of sight has changed to the range C, and in the case of Y here, the visibility is instantaneously improved in step S64 (in other words, The third visibility V3 is taken as the first visibility V2 or the second visibility V2).

  In step S42, in the case of N, it is determined in step S43 whether the sight line changes in the direction of the range A or not. Here, in the case of Y, the visibility is instantaneously improved in step S65, and the visibility becomes the first visibility V1. In the case of N at step S43, the visibility is maintained at step S66.

  In the case of N at step S32, it is determined at step S44 whether the line of sight changes in the direction of the range A or not. Here, in the case of Y, in step S52, it is determined whether or not the sight line has remained in the range B for a predetermined time Ts or more. Here, in the case of Y, the visibility is reduced (decreased) after the predetermined time Ts elapses, and the third visibility V3 or the fourth visibility V4 is obtained.

  In the case of N at step S52, the visibility is maintained at step S68. In step S68, strictly speaking, there is no change when the immediately preceding visibility is the first visibility V1, and the first when the immediately preceding visibility is the second visibility V2. To the visibility of V1.

  In the case of N at step S44, the previous visibility is maintained at step S69.

  Next, FIG. 9 is referred to. FIG. 9 is a flowchart showing a processing procedure in the case of performing the visibility control shown in FIGS. 8 (A) and 8 (B).

  The processing procedure of FIG. 9 is substantially the same as the processing procedure shown in FIG. However. 9 differs in that step S51 is added, and steps S61 and S62 are provided instead of step S60 of FIG. 7. The other steps are the same as in FIG. In FIG. 9, steps different from those in FIG. 7 are drawn with bold lines so that the difference from FIG. 7 is clarified.

  Hereinafter, in the processing procedure of FIG. 9, only steps different from those of FIG. 7 will be described, and description of the other steps will be omitted.

  In FIG. 9, following step 41, it is determined whether or not the sight line stays in the range B for a predetermined time (Ts) or more in step S51. Here, in the case of Y, in step S61, the visibility is reduced after a predetermined time (Ts) has elapsed.

  In the case of N at step S51, the previous visibility is maintained at step S62. In step S62, strictly speaking, if the visibility in the range C is to be the second visibility V2, a process for slightly reducing the first visibility V1 to the second visibility V2 is necessary. It becomes.

  Next, FIG. 10 is referred to. FIGS. 10A and 10B illustrate still another example of visibility control.

  In the example of FIGS. 10A and 10B, the visibility control unit 108 sets the visibility of the image displayed in the display area in a state where the driver 1's gaze is in the second range (range B). When performing a lowering process, or by moving the line of sight of the driver 1 from the second range (range B) to the third range (range C), the visibility of the image displayed in the display area is enhanced When processing, the change in visibility changes to have a slope over time.

  In this case, as the line of sight moves, the visibility also gradually changes in accordance with the movement angle, so it is possible to reduce the sense of discomfort (the sense of incongruity due to a sharp change in visibility) given to the driver 1's eyes. .

  The visibility control of FIG. 10 (A) is basically the same as that shown in FIG. 8 (A). However, in FIG. 8A, the visibility is maintained at the second visibility V2 in the period from time t1 ′ to time t2, but in FIG. 9A, after time t1 ′, the visibility is maintained. The sex rises linearly with the passage of time, and reaches the first visibility V1 at time t2.

  Here, FIG. 11 is referred to. FIG. 11 is a flow chart showing a processing procedure in the case of performing the visibility control shown in FIG. 10 (A). The processing procedure of FIG. 11 is almost the same as that of FIG. However, step S64 in FIG. 9 is replaced with step S64 '(highlighted and drawn by a bold line) in FIG. 11, and only this point is different. In step S64 'of FIG. 11, the visibility improves (rises) in an inclined manner as time passes.

  Next, an example shown in FIG. 10B will be described. The example of FIG. 10 (B) is basically the same as FIG. 10 (A). However, in the example of FIG. 10B, at time t4, the visibility rapidly (instantly) rises from V3 to V1. In addition, after the sight line moves from range C to range B (time t5), the sight line stays in the range B for a predetermined time Ts or more, so that the visibility is thirdly visible from the time t6 when the predetermined time Ts elapses. To sex V3. Moreover, the fall of the visibility is performed inclined with respect to a time-axis (time t6-t7). In addition, also when raising the visibility at time t8 to t9, the increase in the visibility is performed obliquely with respect to the time axis. By this, the sense of incongruity (the sense of incongruity due to a sharp change in visibility) given to the eyes of the driver 1 can be reduced.

  Please refer to FIG. FIG. 12 is a flowchart showing a processing procedure in the case of performing the visibility control shown in FIG. 10 (B). The processing procedure of FIG. 12 is basically the same as that of FIG. However, steps S61, S64 ', S65, and S67 in FIG. 11 are replaced with steps S61', S64, S65 ', and S67' in FIG.

  In step S61 ', the visibility is improved in an inclined manner after a predetermined time has elapsed. In step S64, the visibility is instantaneously improved. In step S65 ', the visibility is improved in an inclined manner. In step S67 ', the visibility is improved in an inclined manner after a predetermined time has elapsed.

  Next, FIG. 13 is referred to. FIG. 13 is a flow chart showing an example of determining whether or not visibility control is performed when the vehicle turns left or right.

  As described with reference to FIGS. 2 and 3, specific driving situations in which the problems described above are likely to occur include a left turn period of the right-hand drive car and a right turn period of the left-hand drive car. At this time, since the above-mentioned problem is likely to occur in the electronic side mirror display area (ESM (R), (L)) close to the driver's eyes, the electronic side mirror display area (ESM near the driver 1's eye) It is considered effective to carry out the above-described visibility control for the display images of (R) and (L).

  For example, when performing the above-described visibility control only during a predetermined driving condition such as right turn, left turn, meandering driving (but not limited to this), the visibility control is always performed. The load on the display control unit is reduced compared to the case, and no adverse effect (for example, giving a more annoying feeling to the driver) due to frequent changes in the visibility of the image in the display area, for example, does not occur.

  However, visibility control is not necessarily performed when the driving scene is a right turn, left turn, etc., and it is assumed that the visibility control is not effective. Measures that do not take place, or exclude changes from the driver's line of sight at that time and ignore them from basic information for visibility control (in other words, provide a hysteresis period or provide a dead zone (dead period)) It is considered realistic to take

  In FIG. 13, the driving scene is determined in step S20. The determination of the driving scene may be performed, for example, as a result of analysis of the peripheral captured image, a steering angle detected by a sensor attached to the vehicle, navigation information (navigation information) displayed by the HUD device, map information (for example, in-vehicle navigation device May be stored, and may be acquired on the basis of wireless communication etc. from the outside.

  In step S21, it is determined whether it is a left (right) driving scene of the right (left) steering wheel. If N here, the process returns to step S20. In the case of Y, it is determined in step S22 whether the steering angle exceeds (or is equal to or greater than) the predetermined angle (however, this step may not be performed). If N here, the process returns to step S20.

  In the case of Y at step S22, whether the steering angle and the line of sight direction do not match at step S23 (in other words, it corresponds to a case where it is clearly mismatched and contradictory), or It is determined whether or not there is an inappropriate control factor, such as an unstable gaze, extreme tension, or a state in which the display is difficult to see due to bad weather or night. Here, in the case of Y, in step S24, a measure is taken such that visibility control of the electronic mirror is not performed or a change in the driver's line of sight is ignored. By this, in the driving | running | working condition where visibility control is not suitable, visibility is fixed and it is prevented that unnecessary control is implemented, for example. On the other hand, in the case of N at step S23, the visibility control of the electronic mirror is performed at step S25.

  Here, the significance of determining whether the steering angle and the sight line direction do not match (for example, whether it corresponds to a case where the steering angle and line of sight obviously disagree and contradict each other) in step S23 will be described. In the case of a left turn or a right turn of the vehicle, the driver's line of sight usually changes to correspond to the change in the steering angle of the vehicle. When the driver's line of sight contradicts with the steering angle of the vehicle, for example, when the driver is looking at a direction unrelated to the left turn direction for some reason when turning left at an intersection Is a dangerous driving situation, and it is considered that the driver needs to look around, and it also means to notify the driver that the situation is dangerous, as described above. Visibility control is not performed or neglected from the basic information of visibility control ignoring the change of the line of sight, and it is decided to maintain the visibility to, for example, the first visibility V1 in the first range. It is a thing.

  As described above, according to the embodiment of the present invention, in the display device for a vehicle serving as a side mirror, the first characteristic is that the influence on the visual recognition in the front is reduced if the driver removes his eyes. The driver's convenience can be enhanced by achieving both the second characteristic that an image with desired visibility can be confirmed if the driver looks at the line of sight.

  Next, a modification will be described with reference to FIG. FIG. 14A shows a configuration example of the main part of the HUD device having an automatic light adjustment control function, and FIG. 14B shows an example of visibility control when automatic light adjustment control is performed. FIG. FIG. 14 (B) corresponds to the control example of visibility in FIG. 6 (A).

  The configuration of the main part of the display device for a vehicle shown in FIG. 14 (A) is basically the same as that shown in FIG. 4 (B), but in FIG. The difference is that the control unit 400 is provided. In FIG. 14A, the display luminance determination unit 109 is described in the visibility control unit 108 for the convenience of description. According to the measurement result of the brightness (external light intensity) around the vehicle of the illumination meter 47, the automatic light control unit 400 displays the display area (for example, the electronic side mirror display area ESM (R), ( L)) has a function of automatically adjusting the visibility (in other words, display luminance).

  For example, based on the measurement result of the ambient brightness by the illumination meter 47, the automatic light control unit 400 reduces the display brightness when the environment is dark, thereby suppressing the driver from feeling the display image dazzled. When the surroundings are bright, light adjustment control (tone control) is performed on the display image, such as increasing the display brightness to maintain the legibility of the display image.

  Here, when automatic visibility control is performed at the same time when visibility control according to the present invention is performed (in other words, when visibility control and automatic dimming control compete), each control is performed. It is necessary to make it compatible. Therefore, for example, when the automatic light adjustment control is also performed at the timing of the visibility control according to the present invention, the visibility determined as a result of performing both the visibility control and the automatic light adjustment control is finally viewed. (Display luminance of the image of the HUD device etc.). In FIG. 14 (B), a characteristic line showing a change in visibility is shown by a broken line, and this shows a final change in visibility as a result of performing both controls. In other words, as indicated by a broken line in FIG. 14B, a characteristic line in which the visibility control characteristic line is level-shifted by the level of the auto-dimmed level is obtained as a whole.

  When receiving the automatic light adjustment control signal from the automatic light adjustment control unit 400, (the display luminance determination unit 109 of) the visibility control unit 108 determines the level of the first visibility in the above-described first range (range A). , V1 to V1 ′.

  Also, the third visibility level in the second range (range B) is changed from V3 to V3 'to correspond to the first visibility level V1' in the first range (range A) after adjustment. And change the level of the first visibility in the third range (range C) from V1 to V1 ′. As a result, a change in visibility as shown by a broken line in FIG. 14B is realized.

  In consideration of the control examples shown in FIGS. 6C and 6D described above, (the display brightness determining unit 109 of) the visibility control unit 108 determines the first range according to the brightness around the vehicle 10. When the first visibility in (the range A) is adjusted, the second range (the range B) is made to correspond to the first visibility V1 ′ in the first range (the range A) after the adjustment. ) Also adjust the third and fourth visibility (V3, V4) and also adjust the first and second visibility (V1, V2) in the third range (range B). Become. As a result, even in the case where visibility control and automatic light adjustment control compete with each other, it is possible to implement both visibility control and precise visibility control.

  The invention is not limited to the above-described exemplary embodiments, and one of ordinary skill in the art could easily modify the above-described exemplary embodiments to the extent that they are included in the claims. .

  1 ... driver, 4 ... dashboard, 10 ... vehicle, 13 ... indicator (display panel), 33 ... image generation unit (for HUD), 35 ... projection control Unit 37: Projection optical system 50: Pupil imaging camera 52: Line-of-sight position acquiring unit 54: Surrounding imaging camera 57: Illuminance meter 100: Display control unit 102 (102a, 102b) ··· Rear imaging camera, 103 ··· View field range acquisition unit, 104 · · · Eye movement direction acquisition unit, 106 · · · Driving condition determination unit, 108 · · · · · · visibility control unit, 109: display brightness determination unit, 200: HUD device, 202: light source, 350: image generation unit (for display), 352: display control unit, 400: automatic light control Control unit, ESM (R, L) ... electronic side mirror for right or left Mirror) display area, K1 · · · display light, PS · · · virtual image display surface

Claims (7)

A display device for a vehicle that displays an image in a display area as a real image or a virtual image,
A visual field range in which the driver can directly view the display area is a first range, and a visual field range adjacent to the first area and viewed by the driver in the peripheral area is the first visual range. When the visual range range adjacent to the second range and invisible to the driver looking at the display area is the third range, the visual line position of the driver is the first range. A visual field range acquiring unit for acquiring information as to which of the second range and the third range, the second range, and the third range;
A gaze movement direction acquisition unit that acquires information on the movement direction of the gaze of the driver;
A visibility control unit configured to control visibility of an image displayed in the display area based on the acquired information of the view range acquiring unit and the acquired information of the gaze movement direction acquiring unit;
Equipped with
The visibility control unit
When the line of sight of the driver is in the first range, the visibility of the image displayed in the display area is taken as the first visibility.
When the line of sight of the driver is in the third range, the first visibility or the second visibility lower than the first visibility is adopted,
In the case where the line of sight of the driver is in the second range,
When the line of sight of the driver is in the second range as a result of moving from the first range to the second range, the image displayed in the display area when the movement is detected And the third visibility, which is lower than the second visibility,
When the line of sight of the driver is in the second range as a result of moving from the third range to the second range, it is detected whether or not to stay in the second range for a predetermined time or more. If it does not stay, the visibility in the immediately preceding third range is maintained, and if it stays, it is higher than the third visibility or the third visibility when the predetermined time has elapsed, And a fourth visibility lower than the second visibility,
Or
Whether or not the driver's line of sight stays in the second range for a predetermined time or more regardless of whether the line of sight of the driver is in the second range as a result of moving from either the first range or the third range If it does not stay, the visibility immediately before moving to the second range is maintained, and if it stays, the third visibility or the third one when the predetermined time has elapsed. The fourth visibility higher than the second visibility and lower than the second visibility;
And a display device for a vehicle. The visibility control unit
In the case where the process of reducing the visibility of the image displayed in the display area is performed while the line of sight of the driver is in the second range, or the line of sight of the driver is from the second range When performing processing to enhance the visibility of the image displayed in the display area by moving to the third range, the change in the visibility is changed so as to have a slope with respect to the passage of time,
A display device for a vehicle according to claim 1, characterized in that. The image is obtained by imaging at least one of the side, the rear, and the rear of the vehicle with a camera,
Each of the first range, the second range, and the third range is a visual field range of the driver in plan view when the driver of the vehicle is viewed from above;
The display area has a first area that plays the role of a right side mirror when the vehicle is a right-hand drive car, and a second one that plays the role of a left side mirror when the vehicle is a left-hand drive car Have an area,
When the vehicle is a right-hand drive vehicle, the visibility control unit performs the visibility control on an image displayed in the first area at least in the left turn period of the vehicle, and the vehicle is a left-hand drive vehicle In this case, the visibility control is performed on the image displayed in the second area at least during the right turn period of the vehicle.
The display device for vehicles according to claim 1 or 2 characterized by things.   The visibility control unit does not execute the visibility control when the line of sight of the driver contradicts a change in the steering angle of the vehicle even when the vehicle turns left or right. The display apparatus for a vehicle according to claim 3, wherein a change in the line of sight of the driver is ignored and excluded from basic information for visibility control.   When the visibility control unit determines that the driver is in high tension based on the driver's biological information when the driver's gaze position is frequently changed and determined to be unstable When it is determined that the display is in a difficult-to-see state due to bad weather or nighttime, when there is a control inappropriate factor that is not suitable for the visibility control including at least one of the above, the visibility control is not performed The display apparatus for a vehicle according to any one of claims 1 to 4, wherein a change in the line of sight of the driver is ignored and excluded from basic information for visibility control.   The display area is a display area provided in a part of a virtual image displayable area in a head-up display (HUD) device, or a display area of a display disposed in front of the driver. The display apparatus for vehicles of any one of the Claims 1 thru | or 5 characterized by the above-mentioned.   When the first visibility in the first range is adjusted in accordance with the brightness around the vehicle, the visibility control unit determines the first visibility in the first range after adjustment. To adjust the third and fourth visibility in the second range and the first and second visibility in the third range so as to correspond to the gender. The display apparatus for vehicles of any one of Claims 1 thru | or 6.

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