JP2023034269A - Visibility control method and visibility control device - Google Patents

Abstract

To appropriately secure visibility of a driver in consideration of a risk of a vehicle.SOLUTION: A visibility control device 100 of a vehicle 1 enables a variable light shielding part 30 provided at a lower part of a window shield 3 to expand or contract in a vertically direction on the basis of a vehicle speed. The visibility control device 100 comprises a control part 110 that makes the variable light shielding part 30 expand upward in the vertical direction as the vehicle speed becomes faster, and a detecting part 112 that detects a specific event in which there is a possibility that a risk of the vehicle 1 may occur. The control part 110, when the specific event is detected, suppresses the variable light shielding part 30 from expanding.SELECTED DRAWING: Figure 4

Description

The present invention relates to a visibility control method and a visibility control device for controlling visibility in a windshield of a vehicle.

Conventionally, techniques exist for adjusting the visibility area of the windshield on the front of a vehicle. For example, a technology has been proposed in which the lower region of the windshield is switchable between a light blocking state and a light transmitting state, and the lower region is controlled to the light blocking state when the vehicle speed exceeds a predetermined value (for example, Patent Document 1). reference).

JP 2020-32852 A

In the conventional technology described above, when the vehicle speed exceeds a predetermined value, the lower region of the windshield is in a light-shielding state, so the driver's field of vision is narrowed. Therefore, even in a state where there is a possibility that a risk related to the vehicle may occur in the future, the driver's field of vision becomes narrow when the vehicle speed exceeds a predetermined value. Therefore, when there is a possibility that a vehicle-related risk may occur in the future, it is important to secure the driver's field of vision in order to avoid the risk.

An object of the present invention is to appropriately secure a driver's field of view in consideration of vehicle-related risks.

One aspect of the present invention is a vehicle visibility control method capable of vertically expanding or contracting a variable light shielding area provided in the lower portion of a windshield based on vehicle speed. This visibility control method includes a control step of expanding the variable light-shielding area upward in the vertical direction as the vehicle speed increases, and a detection step of detecting a specific event that may cause a vehicle-related risk. Prepare. This control step suppresses expansion of the variable shading area when a specific event is detected.

ADVANTAGE OF THE INVENTION According to this invention, a driver's view can be ensured appropriately in consideration of the risk regarding a vehicle.

FIG. 1 is a diagram showing an example of an external configuration of a windshield and a variable light shielding section. FIG. 2 is a diagram showing an example of the external configuration of the windshield and the variable light shielding section. FIG. 3 is a diagram showing a simplified cross-sectional configuration of the interior of the front portion of the vehicle. FIG. 4 is a block diagram showing a functional configuration example of the visibility control device. FIG. 5 is a diagram showing a setting example when setting the light shielding area of the variable light shielding unit. FIG. 6 is a diagram showing a setting example when setting the light shielding area of the variable light shielding unit. FIG. 7 is a diagram showing a setting example when setting the light shielding area of the variable light shielding unit. FIG. 8 is a diagram showing a setting example when setting the light shielding area of the variable light shielding unit. FIG. 9 is a diagram showing a setting example when setting the light shielding area of the variable light shielding unit. FIG. 10 is a diagram showing a setting example when setting the light shielding area of the variable light shielding unit. FIG. 11 is a flowchart showing an example of visibility control processing in the visibility control device. FIG. 12 is a flowchart showing an example of visibility control processing in the visibility control device. FIG. 13 is a diagram showing a simplified configuration example for realizing visibility control in the windshield. FIG. 14 is a block diagram showing a functional configuration example of the visibility control device. FIG. 15 is a diagram showing the relationship between the driver's eye height position and the minimum area for each driver when setting the light shielding area of the variable light shielding section. FIG. 16 is a diagram showing the relationship between the driver's eye height position and the minimum area for each driver when setting the light shielding area of the variable light shielding section.

Embodiments of the present invention will be described below with reference to the accompanying drawings.

[Configuration example of windshield and variable light shielding part]
1 and 2 are diagrams showing an example of the external configuration of the windshield 3 and the variable light shielding section 30. FIG. 1 and 2, the interior of the vehicle 1 is shown in a simplified manner, and illustration other than the dashboard 2, the windshield 3, and the steering wheel 4 is omitted. 1 shows an example in which the light shielding area of the variable light shielding section 30 is minimized, and FIG. 2 shows an example in which the light shielding area of the variable light shielding section 30 is maximized.

FIG. 3 is a diagram showing a simplified cross-sectional configuration of the inside of the front portion of the vehicle 1. As shown in FIG. FIG. 3 shows a simplified cross section of the interior of the vehicle 1 as viewed from the left side in the left-right direction, and illustration of parts other than the dashboard 2, the windshield 3, and the steering wheel 4 is omitted.

The windshield 3 is a shield (for example, a windshield) provided in the front part of the vehicle 1, and has a variable light shielding part 30 at its lower part. A region R2 in the windshield 3 is a region where light can be blocked by the variable light blocking portion 30. As shown in FIG. A region R1 on the windshield 3 is a region that is not shaded by the variable light shielding section 30, and the driver D1 (see FIG. 3) sees the actual scene through the windshield 3 regardless of whether or not the variable light shielding section 30 blocks light. This is an area where we can The windshield 3 may be formed using glass, or may be formed using other members such as resin members such as polymethyl methacrylate (PMMA) and acrylic.

For example, as the windshield 3, laminated glass composed of a rear glass, a front glass, and an intermediate film can be used. The rear glass is a transparent glass arranged on the passenger compartment side of the windshield 3 . Also, the front glass is a transparent glass arranged on the outside of the windshield 3 . Also, the intermediate film is a transparent resin film sandwiched between the rear glass and the front glass.

The variable light shielding section 30 is an area capable of expanding or contracting the light shielding area in the vertical direction of the windshield 3 under the control of the control section 110 (see FIG. 4). The variable light-shielding portion 30 in the light-shielding state is a region in which visibility of the outside of the vehicle from inside the vehicle is restricted, and is a black region, for example. Although an example in which the light-shielding region of the variable light-shielding portion 30 is black is shown here, the present invention is not limited to this. For example, a color close to black or another color that can block light may be used.

Various materials that can be switched between a light blocking state and a light transmitting state can be used for the variable light blocking region in the variable light blocking portion 30 . For example, a photochromic material, an electrochromic light control glass, translucent liquid crystal, an organic EL (Electro Luminescence), a gaschromic light control sheet, or the like can be used. A photochromic material is a material that changes color when exposed to ultraviolet light and returns to transparency when exposed to visible light. Also, the electrochromic light control glass is a material that can change the light shielding state by applying voltage. Note that these materials can be provided on the surface of the windshield 3 . When laminated glass is used as the windshield 3, these materials may be used as an intermediate film of the windshield 3, or may be provided on the surface of the rear glass or the front glass.

Here, a state in which the visible light transmittance is such that the driver D1 can visually recognize the outside of the vehicle through the variable light shielding portion 30 is referred to as a light transmitting state. For example, a state in which the visible light transmittance is 80% or more can be referred to as a translucent state. A state in which the visible light transmittance is such that the driver D1 is restricted from seeing the outside of the vehicle through the variable light shielding portion 30 is referred to as a light shielding state. For example, it can be referred to as a state in which the visible light transmittance is 20% or less. Note that each of these values is an example, and can be appropriately set based on the preferences of the driver D1, experimental data, and the like.

Further, as described above, the light shielding area of the variable light shielding section 30 can be changed in the vertical direction. Specifically, the vertical distance d3 is variable with the upper end of the fixed area d1 as a reference. Further, when the light shielding area of the variable light shielding portion 30 is enlarged by the distance d3, it becomes the maximum area d2. For the fixed area d1, for example, a black portion around the windshield 3 can be used. This black portion is a strip-shaped black ceramic layer of a predetermined width printed on the cabin side of the windshield 3, and is called black ceramic. In the present embodiment, the vertical distance d1 of the windshield 3 is referred to as a fixed area d1, and the maximum area of the windshield 3 with a vertical distance d2 is referred to as a maximum area d2.

As shown in FIGS. 1 and 3, when the variable light shielding area of the variable light shielding portion 30 is not enlarged but set to the fixed area d1, the field of view below the driver D1 is widened. That is, as shown in FIG. 3, the angle between the line of sight IS2 of the driver D1 and the ground G1 is θ2. Further, as shown in FIGS. 2 and 3, when the variable light shielding area of the variable light shielding portion 30 is enlarged to the maximum area d2, the field of view below the driver D1 is narrowed. That is, as shown in FIG. 3, the angle between the line of sight IS1 of the driver D1 and the ground G1 is .theta.1 (.theta.1<.theta.2).

Also, the restricted visual recognition distance X shown in FIG. 3 means the distance from the driver D1 to the visible real scene area. Specifically, the visual recognition limit distance X is the distance to the position where the driver D1 sitting in the driver's seat can visually recognize when looking down at the ground G1 in front of the vehicle 1, and is the shortest distance from the vehicle 1. means distance. It should be noted that as the vehicle speed increases, it becomes difficult to see the actual scene near the vehicle 1 . Therefore, it is possible to adjust the visual recognition limit distance X by adjusting the variable light shielding area of the variable light shielding part 30 as the vehicle speed increases.

1 and 2 show an example in which the variable light shielding part 30 is provided so as to extend in the left-right direction of the windshield 3, that is, an example in which the variable light shielding part 30 is provided on both the driver's seat side and the passenger's seat side of the windshield 3. is shown, but is not limited to this. For example, the variable light shielding part 30 may be provided only on the driver's seat side of the windshield 3 . In this case, a rectangular variable light-shielding portion 30 elongated in the left-right direction can be provided on the driver's seat side of the windshield 3 .

[Example of functional configuration of visibility control device]
FIG. 4 is a block diagram showing a functional configuration example of the visibility control device 100. As shown in FIG.

The visibility control device 100 includes sensors 10 , a vehicle speed sensor 20 , a variable light shielding section 30 , a control section 110 and a storage section 120 . Note that the variable light shielding portion 30 corresponds to the variable light shielding portion 30 shown in FIGS.

The sensors 10 are various sensors installed in the vehicle 1 and output their detected values to the control unit 110 . The sensors 10 are, for example, image sensors, LIDAR (Light Detection and Ranging), stroke sensors, acceleration sensors, wheel measurement sensors, and lateral G sensors. Note that these are only examples, and other sensors may be used.

Vehicle speed sensor 20 is a sensor that detects the running speed of vehicle 1 and outputs the detected value to control unit 3110 . The vehicle speed sensor 20 is provided, for example, in a brake rotor, a transmission, or the like.

The control unit 110 includes a visual recognition limit distance calculation unit 111 , a detection unit 112 , a collision time calculation unit 113 , a correction coefficient calculation unit 114 , a correction unit 115 , a light shielding amount calculation unit 116 , and a light shielding area adjustment unit 117 . Prepare.

The restricted visual recognition distance calculation unit 111 calculates the restricted visual recognition distance X based on the vehicle speed detected by the vehicle speed sensor 20 , and outputs the calculated restricted distance X to the correction unit 115 . Note that the visual recognition limit distance X is the visual recognition limit distance X shown in FIG. A method of calculating the restricted visual recognition distance X will be described in detail with reference to FIG. 5 or FIG.

The detection unit 112 detects a specific event that may cause a risk related to the vehicle 1 based on each detection value output from the sensors 10, and the detection result is used by the collision time calculation unit 113 and correction Output to the coefficient calculation unit 114 . For example, the detection unit 112 detects obstacles present in the traveling direction of the vehicle 1 . Here, an obstacle is an object that exists in the traveling direction of the vehicle 1, such as a fallen object on the road, an animal, a vehicle, a bicycle, a pedestrian, or the like. Further, when performing obstacle detection processing, the detection unit 112 specifies the position, direction, and speed of the detected obstacle with respect to the vehicle 1 (or relative speed with respect to the vehicle 1). Public land object detection technology can be used for this obstacle detection processing. In this example, an obstacle detection process is performed in the control unit 110, but obstacle detection results obtained by an image sensor, LIDAR, or the like may be used.

In addition, for example, the detection unit 112 detects that a driving operation for sudden deceleration has been performed. That is, it is detected that there is a sudden change in the running vehicle 1 . For example, when the driver suddenly steps on the brake, it is determined that a driving operation for sudden deceleration has been performed. In this case, it is possible to detect that a sudden deceleration driving operation has been performed based on detection values from various sensors related to braking, for example, a stroke sensor that detects braking operation. Further, for example, another sensor may be used to detect rapid deceleration of the vehicle 1 . For example, sudden deceleration of the vehicle 1 can be detected based on detection values from an acceleration sensor or a wheel measurement sensor.

Further, for example, the detection unit 112 detects that a sudden steering operation has been performed based on the steering amount of the steering wheel 4 . That is, it is detected that there is a sudden change in the running vehicle 1 . For example, when the steering amount of the steering wheel 4 exceeds a threshold, it is determined that a sudden steering operation has been performed. Note that the steering angle of the steering wheel 4 may be used to detect that a sudden steering operation has been performed. That is, when the steering angle of the steering wheel 4 exceeds the threshold value, it can be detected that a sudden steering operation has been performed. Further, for example, another sensor may be used to detect that a sudden steering operation has been performed. For example, by detecting a sudden rotation of the vehicle 1 based on the detection values from the yaw rate sensor and the lateral G sensor, it is possible to detect that a sudden steering operation has been performed.

The collision time calculator 113 calculates the collision time between the obstacle detected by the detector 112 and the vehicle 1 , and outputs the calculated collision time to the correction coefficient calculator 114 . This collision time is a value used to determine how many seconds after the vehicle 1 will collide with the obstacle detected by the detection unit 112, and is calculated based on the relative speed between the obstacle and the vehicle 1. be. Specifically, the collision time T can be a value obtained by dividing the relative speed between the vehicle 1 and the obstacle by the inter-vehicle distance. For example, it can be obtained by the following formula 1.
Collision time T={vehicle speed of vehicle 1−moving speed of target object (speed in moving direction of vehicle 1)}/distance between vehicle 1 and target object Equation 1

For example, assume that there is a preceding vehicle in front of the vehicle 1 . In this case, the preceding vehicle rarely becomes an obstacle in normal times. However, if the preceding vehicle brakes suddenly, the preceding vehicle can become an obstacle. Therefore, in the present embodiment, the collision time T is calculated by including the preceding vehicle as an obstacle, assuming that the preceding vehicle brakes suddenly.

Note that if there are a plurality of obstacles detected by the detection unit 112, the collision time T may be calculated for all of them, and the collision time T may be calculated only for some of the obstacles. You may make it calculate. For example, the collision time T may be calculated only for an obstacle assumed to have the highest risk among a plurality of obstacles, for example, an obstacle with the shortest distance to the vehicle 1 .

The correction coefficient calculator 114 calculates the correction coefficient G based on the collision time T calculated by the collision time calculator 113 , and outputs the calculated correction coefficient G to the correction unit 115 . A method of calculating the correction coefficient G will be described in detail with reference to FIG. 6 or FIG.

The correction unit 115 calculates a corrected visual recognition limit distance Xc based on the visual recognition limit distance X calculated by the visual recognition limit distance calculation unit 111 and the correction coefficient G calculated by the correction coefficient calculation unit 114 . Then, correction unit 115 outputs the calculated corrected visual recognition limit distance Xc to light shielding amount calculation unit 116 . A method of calculating the corrected visual recognition limit distance Xc will be described in detail with reference to FIG. 7 or FIG.

The light shielding amount calculation unit 116 calculates the light shielding amount d based on the corrected visual recognition limit distance Xc calculated by the correcting unit 115 , and outputs the calculated light shielding amount d to the light shielding area adjustment unit 117 . This calculation method will be described in detail with reference to FIGS. 7 and 10. FIG.

The light shielding area adjusting section 117 adjusts the light shielding area of the variable light shielding section 30 of the windshield 3 based on the light shielding amount d calculated by the light shielding amount calculator 116 . For example, when a photochromic material is used as the material of the variable light shielding portion 30, the light shielding region adjustment unit 117 applies ultraviolet light to the region corresponding to the light shielding amount calculated by the light shielding amount calculator 116, thereby adjusting the variable light shielding. Adjust the light shielding area of the portion 30 . Further, for example, when an electrochromic light control glass is used as the material of the variable light shielding section 30, the light shielding area adjustment section 117 adjusts the area corresponding to the light shielding amount calculated by the light shielding amount calculation section 116 to the light shielding area. The light shielding area of the variable light shielding unit 30 is adjusted by applying a voltage for .theta.

The storage unit 120 is a storage medium that stores various information. For example, the storage unit 120 stores various types of information necessary for the control unit 110 to perform various types of processing (for example, control programs and information shown in FIGS. 5 to 10). As the storage unit 120, for example, ROM (Read Only Memory), RAM (Random Access Memory), HDD (Hard Disk Drive), SSD (Solid State Drive), or a combination thereof can be used.

[Shading area setting example 1]
5 to 7 are diagrams showing setting examples when setting the light shielding region of the variable light shielding section 30. FIG. It should be noted that the light shielding amount d shown in the present embodiment means the vertical distance of the windshield 3 .

FIG. 5 shows the relationship between the vehicle speed V and the visual recognition limit distance X. As shown in FIG. In the graph shown in FIG. 5 , the horizontal axis indicates the vehicle speed V of the vehicle 1 detected by the vehicle speed sensor 20 , and the vertical axis indicates the visual limit distance X calculated by the visual limit distance calculator 111 . Further, a straight line L1 is a straight line indicating the restricted visual recognition distance X when a correction coefficient G, which will be described later, is 1, that is, when no obstacle is detected. Dotted lines L2 and L3 are straight lines indicating the restricted visual recognition distance X when an obstacle is detected. Specifically, the dotted line L2 indicates the corrected visual recognition limit distance X (corrected visual recognition limit distance Xc) when the correction coefficient G is greater than 0 and less than 1, and the dotted line L3 indicates the corrected visual recognition limit distance Xc when the correction coefficient G is 0. FIG. 11 shows a corrected visual recognition limit distance X (corrected visual recognition limit distance Xc) in some cases.

As shown in FIG. 5, the range from X11 to X12 is calculated as the restricted visual recognition distance X. As shown in FIG. For example, when the vehicle speed V is less than V10, the visual recognition limit distance X is increased according to the vehicle speed V. Further, when the vehicle speed V is V10 or higher, the visual recognition limit distance X is set to a fixed value X12.

FIG. 6 shows the relationship between the collision time T and the correction coefficient G. As shown in FIG. In the graph shown in FIG. 6, the horizontal axis represents the collision time T between the vehicle 1 and the obstacle calculated by the collision time calculation unit 113, and the vertical axis represents the correction coefficient G calculated by the correction coefficient calculation unit 114. show. The correction coefficient G is a value for correcting the restricted visual recognition distance X, and is set to 0 to 1.

As shown in FIG. 6, 0 is set as the correction coefficient G when the collision time T is less than T11. That is, when the collision time T is short, there is a high possibility that a risk related to the vehicle 1 will occur. Note that T11 can be set to a value of about 2 to 3 seconds. Further, for example, when the collision time T is within the range from T11 to T12, the correction coefficient G is increased according to the collision time T. Note that T12 can be set to a value of about 4 to 5 seconds. Further, for example, when the collision time T is equal to or longer than T12, 1 is set as the correction coefficient G.

FIG. 7 shows the relationship between the corrected visual recognition limit distance Xc and the light blocking amount d. In the graph shown in FIG. 7 , the horizontal axis indicates the corrected visual recognition limit distance Xc corrected by the correction unit 115, and the vertical axis indicates the light shielding amount d calculated by the light shielding amount calculation unit 116. FIG. Here, the following equations hold for X(V) and G(T) shown in FIGS.
Xc-X11=(X(V)-X11)×G(T)

Therefore, using the relationship described above, the corrected visual recognition limit distance Xc can be calculated using Equation 2 below.
Xc=(X(V)-X11)×G(T)+X11 Equation 2

As shown in FIG. 7, when the corrected visual recognition limit distance Xc is less than Xc11, the fixed area d1 is set as the light blocking amount d. Further, for example, when the corrected visual recognition limit distance Xc is within the range of Xc11 to Xc12, the light blocking amount d is increased according to the corrected visual recognition limit distance Xc. Further, for example, when the corrected visual recognition limit distance Xc is equal to or greater than Xc12, the maximum area d2 is set as the light blocking amount d.

[Shading area setting example 2]
8 to 10 are diagrams showing setting examples when setting the light shielding region of the variable light shielding section 30. FIG.

FIG. 8 shows the relationship between the vehicle speed V and the visual recognition limit distance X. As shown in FIG. As shown in FIG. 8, when the vehicle speed V is less than V1, the visual recognition limit distance X is set to X1. Further, when the vehicle speed V is within the range of V1 to V4, the visual recognition limit distance X is increased according to the vehicle speed V. Further, when the vehicle speed V is V4 or higher, the visual recognition limit distance X is set to the maximum value X5. Note that X1<X2<X3<X4<X5.

For example, V1 can be set to 40 km/h, V2 to 60 km/h, V3 to 80 km/h, and V4 to 100 km/h. Also, for example, X1 can be set to 6 m, X2 to 8 m, X3 to 10 m, X4 to 12 m, and X5 to 14 m.

9 shows the relationship between the collision time T and the correction coefficient G. As shown in FIG. As shown in FIG. 9, the correction coefficient G is set to 0 when the collision time T is less than T1. Further, when the collision time T is within the range of T1 to T4, the correction coefficient G is increased according to the collision time T. Further, when the collision time T is equal to or longer than T4, the correction coefficient G is set to a maximum value of 1. Note that 0<G1<G2<G3<1.

For example, T1 can be set to 3 seconds, T2 can be set to 3.5 seconds, T3 can be set to 4 seconds, and T4 can be set to 4.5 seconds. Also, for example, G1 can be set to 0.25, G2 to 0.5, and G3 to 0.75.

FIG. 10 shows the relationship between the corrected visual recognition limit distance Xc and the light blocking amount d. The calculation method of the corrected visual recognition limit distance Xc is the same as the calculation method shown in FIG.

As shown in FIG. 10, when the corrected visual recognition limit distance Xc is less than Xc1, a fixed area d1 is set as the light blocking amount d. Further, for example, when the corrected visual recognition limit distance Xc is within the range of Xc1 to Xc4, the light blocking amount d is increased according to the corrected visual recognition limit distance Xc. Further, for example, when the corrected visual recognition limit distance Xc is equal to or greater than Xc4, the maximum area d2 is set as the light shielding amount d.

For example, Xc1 can be set to 6 m, Xc2 to 8 m, Xc3 to 10 m, and Xc4 to 12 m. Also, for example, d11 can be set to (d1+30) mm, d12 can be set to (d1+60) mm, d13 can be set to (d1+90) mm, and d2 can be set to (d1+120) mm.

[Example of operation of visibility control device]
FIG. 11 is a flow chart showing an example of visibility control processing in the visibility control device 100 . Also, this view control processing is executed by the control unit 110 based on a program stored in the storage unit 120 . This visibility control process is executed when the ignition key (start key) is turned on by the driver seated in the driver's seat. Note that FIG. 11 will be described with reference to the examples shown in FIGS. 1 to 10 as appropriate.

In step S<b>201 , the vehicle speed sensor 20 detects the vehicle speed of the vehicle 1 .

In step S202, the visual recognition limit distance calculation unit 111 calculates the visual recognition limit distance X based on the vehicle speed detected in step S201. For example, the visual recognition limit distance X is calculated by the calculation method shown in FIG. 5 or 8 .

In step S<b>203 , the detection unit 112 performs detection processing for detecting obstacles present in the traveling direction of the vehicle 1 based on each detection value output from the sensors 10 .

In step S<b>204 , the detection unit 112 determines whether or not an obstacle is detected in the traveling direction of the vehicle 1 . If an obstacle is detected in the traveling direction of the vehicle 1, the process proceeds to step S205. On the other hand, if no obstacle is detected in the traveling direction of the vehicle 1, the process proceeds to step S207.

In step S205, the collision time calculator 113 calculates the collision time between the vehicle 1 and the obstacle detected in step S203. That is, it is determined after how many seconds the detected obstacle and the vehicle 1 will collide. This collision time T can be calculated using Equation 1 described above.

In step S206, the correction coefficient calculator 114 calculates a correction coefficient G based on the collision time T calculated in step S205. For example, the correction coefficient G is calculated by the calculation method shown in FIG. 6 or FIG.

In step S207, the correction coefficient calculator 114 sets the correction coefficient G to one. In this case, since no obstacle is detected, the light shielding area is controlled according to the vehicle speed.

In step S208, the correction unit 115 calculates a corrected visual recognition limit distance Xc based on the visual recognition limit distance X calculated in step S202 and the correction coefficient G set in step S206 or S207. This corrected visual recognition limit distance Xc is calculated using Equation 2 described above.

In step S209, the light shielding amount calculation unit 116 calculates the light shielding amount d based on the corrected visual recognition limit distance Xc calculated in step S208. For example, the light blocking amount d is calculated by the calculation method shown in FIG. 7 or FIG.

In step S210, the light shielding area adjusting section 117 adjusts the light shielding area of the variable light shielding section 30 of the windshield 3 based on the light shielding amount d calculated in step S209. In this case, the light shielding area may be adjusted so as to immediately expand or contract so as to achieve the light shielding amount d calculated in step S209, or the light shielding area may be adjusted so as to gradually expand or contract. good too.

In step S<b>211 , control unit 110 determines whether vehicle 1 has been stopped. For example, it is determined whether or not the ignition key (start key) is turned off by the driver sitting in the driver's seat. When the vehicle 1 is operated to stop, the operation of the visibility control process is terminated. On the other hand, when there is no stop operation of the vehicle 1, it returns to step S201.

[Example of control when sudden driving operation is detected]
In FIG. 11, when an obstacle is detected in the traveling direction of the vehicle 1 and the collision time T between the obstacle and the vehicle 1 is less than the reference time, the expansion of the light shielding area of the variable light shielding section 30 is suppressed. I gave an example. That is, an example of securing the field of view of the driver D1 by suppressing the expansion of the light shielding area of the variable light shielding portion 30 when a specific event that may cause a vehicle-related risk is detected has been shown. Here, risks related to the vehicle 1 may occur other than when there is an obstacle in the traveling direction of the vehicle 1 . Therefore, in FIG. 12, when a sudden driving operation is detected as an event that may cause a risk related to the vehicle 1, the light shielding area of the variable light shielding unit 30 is reduced downward in the vertical direction. An example in which the portion 30 is the minimum area is shown. It should be noted that, here, an operation for causing a sudden deceleration of the vehicle 1 and an abrupt steering operation by the driver D1 will be described as examples of abrupt driving operations.

[Example of operation of visibility control device]
FIG. 12 is a flow chart showing an example of visibility control processing in the visibility control device 100 . Note that this visibility control process is a modification of the visibility control process shown in FIG. For this reason, parts common to those in FIG. 11 are denoted by common reference numerals, and descriptions thereof are omitted as appropriate.

In step S<b>221 , the detection unit 112 performs a detection process for detecting whether or not a driving operation for sudden deceleration has been performed based on each detection value output from the sensors 10 . That is, it is detected that there is a sudden change in the running vehicle 1 . When the driving operation for sudden deceleration is performed, the process proceeds to step S222. On the other hand, if the driving operation for sudden deceleration is not performed, the process proceeds to step S223.

In step S222, the correction coefficient calculator 114 sets the correction coefficient G to zero. That is, since the driving operation for abrupt deceleration has been performed, the light shielding area of the variable light shielding portion 30 is returned to the minimum area (fixed area d1 (see FIG. 1)).

In step S<b>223 , the detection unit 112 performs detection processing for detecting the steering amount of the steering wheel 4 based on each detection value output from the sensors 10 .

In step S<b>224 , the detection unit 112 performs detection processing for detecting whether or not a sudden steering operation has been performed based on the steering amount of the steering wheel 4 . That is, it is detected that there is a sudden change in the running vehicle 1 . When the sudden steering wheel operation is performed, the process proceeds to step S222. On the other hand, if the sudden steering wheel operation has not been performed, the process proceeds to step S203.

Note that when a sudden deceleration driving operation or a sudden steering operation is detected as a specific event that may cause a vehicle-related risk, it is important to quickly secure the driver D1's field of vision. Therefore, when a sudden deceleration driving operation or a sudden steering operation is detected and the light shielding area of the variable light shielding part 30 is reduced to the minimum area (fixed area d1 (see FIG. 1)), in step S210, the variable light shielding part It is preferable to shrink the shaded area of 30 immediately.

In this way, when the driver D1 of the vehicle 1 is in an emergency when the driver D1 of the vehicle 1 suddenly decelerates or abruptly steers the vehicle. In this case, considering the safety of the driver D1, the light-shielding area of the variable light-shielding portion 30 is immediately reduced to the reduced area to secure the driver D1's field of view. As a result, it is possible to prevent the occurrence of risks related to the vehicle 1 and improve safety.

[Examples of other specific events that may cause vehicle-related risks]
In the above, specific events that may cause vehicle-related risks include the case where the collision time T between an obstacle and the vehicle 1 is less than the reference time, and the case where a sudden deceleration operation or a sudden steering operation is performed. I explained with an example. However, visibility control may also be executed similarly to the examples shown in FIGS. 11 and 12 when other specific events are detected. Therefore, another specific event that may cause a risk related to the vehicle 1 will be described here.

[Example of a specific event when the inter-vehicle distance is extremely short]
Even if the collision time T between the preceding vehicle and the vehicle 1 exceeds the reference time, the inter-vehicle distance may be extremely short. For example, when the relative speed of the preceding vehicle and the vehicle 1 is 0, that is, when the preceding vehicle and the vehicle 1 are traveling at approximately the same speed, the collision time T between the preceding vehicle and the vehicle 1 is the reference time. will exceed. However, in this case, there is a possibility that the vehicle 1 is at risk in relation to the preceding vehicle. Therefore, it is possible to detect a case where the vehicle-to-vehicle distance is extremely short as a specific event. For example, it is possible to detect a case where the distance between the vehicle 1 and an object (for example, a preceding vehicle) existing in the traveling direction of the vehicle 1 is equal to or less than a reference value as a specific event. This reference value can be appropriately set based on experimental data or the like.

The inter-vehicle distance may be detected by the detection unit 112 based on each detection value output from the sensors 10, or may be detected by an image sensor, LIDAR, or the like.

[Example of a specific event when a specific sign exists]
It is important to prevent risks with respect to the vehicle 1 in the direction of travel of the vehicle 1 in the presence of certain road signs and certain road markings. For example, a sign indicating the existence of a pedestrian crossing, a sign indicating the existence of an intersection, a sign indicating the existence of a school, kindergarten, nursery school, etc. can be used as a specific road sign or a specific road surface marking. Therefore, the presence of a specific road sign or road marking is detected as a specific event that may pose a risk to the vehicle 1, and visibility control is executed in the same manner as the examples shown in FIGS. 11 and 12. make it For example, it is possible to detect the presence of a specific sign (a specific road sign or a specific road surface sign) in the traveling direction of the vehicle 1 as a specific event.

Specific road signs and specific road markings may be detected by the detection unit 112 based on each detection value output from the sensors 10, or may be detected by an image sensor or the like. Further, the presence of a specific road sign or specific road marking is detected based on map information in which the map is associated with the specific road sign or specific road marking and position information (current position) of the vehicle 1. You may Note that the map information may be stored in the storage unit 120, or may be acquired from outside via a predetermined network. Further, position information of the vehicle 1 can be acquired by a GNSS (Global Navigation Satellite System) receiver.

[Example of a specific event when the weather around the vehicle suddenly changes]
When the weather around the vehicle 1 suddenly changes, it is important to prevent risks associated with the vehicle 1 in the direction of travel of the vehicle 1 . For example, when the vehicle 1 is running, the weather around the vehicle 1 may suddenly change, such as when it suddenly starts to rain or snow, or when a sudden wind blows. Therefore, a sudden change in the weather around the vehicle 1 is detected as a specific event that may pose a risk to the vehicle 1, and visibility control is executed in the same manner as in the examples shown in FIGS. to

The weather around the vehicle 1 may be detected by the detection unit 112 based on each detection value output from the sensors 10, or may be detected by a rain detection sensor, a sunshine sensor, or the like. For example, the weather around the vehicle 1 may be detected based on weather information that can be acquired from outside the vehicle 1 . Weather information can be acquired via a predetermined network.

[Example of a specific event when the environment around the vehicle changes suddenly]
When the environment around the vehicle 1 suddenly changes, it is important to prevent risks associated with the vehicle 1 in the traveling direction of the vehicle 1 . For example, when the vehicle 1 is running, the environment around the vehicle 1 may suddenly change, such as when the vehicle 1 enters a tunnel, or when clouds suddenly appear and the surroundings become completely dark. Therefore, a sudden change in the environment around the vehicle 1 is detected as a specific event that may pose a risk to the vehicle 1, and visibility control is executed in the same manner as in the examples shown in FIGS. to

The environment around the vehicle 1 may be detected by the detection unit 112 based on each detection value output from the sensors 10, or may be detected by an image sensor, a sunshine amount sensor, or the like. Further, for example, the environment around the vehicle 1 may be detected based on the map information and weather information described above.

As described above, in this embodiment, a specific event that may cause a risk related to the vehicle 1 is detected. Then, a correction coefficient is set based on the degree and content of the detected specific event, and if the risk is assumed to be high even when the vehicle speed is high, the expansion of the light shielding area of the variable light shielding section 30 is suppressed. to control. In particular, when a sudden driving operation by the driver D1 is detected as a specific event, expansion of the light shielding area of the variable light shielding section 30 is stopped and the variable light shielding section 30 is returned to the minimum area (the area shown in FIG. 1). to control. As a result, it is possible to avoid an event in which the driver D1's field of vision is narrowed, even though there is a possibility that the vehicle 1 may pose a risk. That is, the visibility of the driver D1 can be appropriately ensured in consideration of the risks associated with the vehicle 1.

[Configuration and effects of the present embodiment]
In the visibility control method according to the present embodiment, the visibility of the vehicle 1 can be expanded or contracted in the vertical direction based on the vehicle speed by the variable light shielding portion 30 (an example of the variable light shielding area) provided in the lower portion of the windshield 3. control method. This visibility control method includes control steps (steps S201 to S210, S221 to S224) for expanding the variable light shielding portion 30 (an example of the variable light shielding region) upward in the vertical direction as the vehicle speed increases; a detection step (steps S203, S221, S223) of detecting a specific event that may cause a risk of This control step (steps S201 to S210, S221 to S224) suppresses expansion of the variable light shielding portion 30 (an example of the variable light shielding region) when the specific event is detected.

According to this configuration, even when the vehicle speed is high, when the risk is assumed to be large, by suppressing the expansion of the light shielding area of the variable light shielding part 30, even though there is a possibility that the risk may occur , the event that the driver D1's field of view narrows can be avoided. That is, the visibility of the driver D1 can be appropriately ensured in consideration of the risks associated with the vehicle 1.

Further, in the visibility control method according to the present embodiment, the specific event can be a sudden driving operation by the driver D1 of the vehicle 1 . Further, in the control steps (steps S208 to S210, S222), when a specific event is detected, the expansion of the variable light shielding portion 30 (an example of the variable light shielding region) is stopped and the variable light shielding portion 30 (the variable light shielding region is example) is reduced downward in the vertical direction to make the variable light shielding portion 30 (an example of the variable light shielding area) the smallest area.

According to this configuration, when the driver D1 of the vehicle 1 undergoes a specific event (rapid driving operation) that is highly likely to be an emergency, the variable light shielding portion is set in consideration of the safety of the driver D1. The shaded area of 30 is immediately reduced until it becomes a reduced area. As a result, the visibility of the driver D1 can be ensured, the occurrence of risks related to the vehicle 1 can be prevented, and safety can be enhanced.

Further, in the visibility control method according to the present embodiment, the sudden driving operation can be an operation that causes the vehicle 1 to decelerate rapidly or a sudden steering operation by the driver D1.

According to this configuration, when an operation that causes the vehicle 1 to decelerate rapidly or a sudden steering operation by the driver D1 is detected, the light shielding area of the variable light shielding portion 30 can be immediately reduced to the reduced area.

Further, in the visibility control method according to the present embodiment, when the estimated collision time between an object existing in the traveling direction of the vehicle 1 and the vehicle 1 is less than the reference time, the specific event is an object existing in the traveling direction of the vehicle 1 . When the distance between the object and the vehicle 1 is less than a reference value, when there is a specific sign in the traveling direction of the vehicle 1, or when the environment around the vehicle 1 suddenly changes. It should be noted that the environment around the vehicle 1 includes the weather around the vehicle 1 .

According to this configuration, as the specific event, a specific event can be specified and detected.

Further, the visibility control device 100 is a visibility control device for the vehicle 1 capable of vertically expanding or contracting a variable light shielding portion 30 (an example of a variable light shielding area) provided at the bottom of the windshield 3 based on the vehicle speed. is. The visibility control device 100 includes a control unit 110 (in particular, a visual recognition limit distance calculation unit 111, a light shielding amount calculation unit 111, and a control unit 110 that expands the variable light shielding unit 30 (an example of a variable light shielding area) upward in the vertical direction as the vehicle speed increases. 116, light shielding area adjustment unit 117), and a detection unit 112 that detects a specific event that may cause a risk related to the vehicle 1. The control unit 110 (particularly, the visual recognition limit distance calculation unit 111, the collision time calculation unit 113, the correction coefficient calculation unit 114, the correction unit 115, the light shielding amount calculation unit 116, and the light shielding area adjustment unit 117) is controlled when a specific event is detected. , the expansion of the variable light shielding portion 30 (an example of the variable light shielding region) is suppressed.

According to this configuration, even when the vehicle speed is high, when the risk is assumed to be large, by suppressing the expansion of the light shielding area of the variable light shielding part 30, even though there is a possibility that the risk may occur , the event that the driver D1's field of view narrows can be avoided. That is, the visibility of the driver D1 can be appropriately ensured in consideration of the risks associated with the vehicle 1.

[Modification]
Here, as a modification of the present embodiment, an example in which vehicle information is displayed on the variable light shielding portion 30, and a minimum light shielding region for each driver of the variable light shielding portion 30 is determined based on the eye level position of the driver D1. An example to set is shown. In the following, embodiments that implement these two examples are shown, but embodiments that implement one of these two examples may also be embodiments that implement some of these two examples. good. Note that the modifications shown below are modifications of the present embodiment, so portions common to the present embodiment are denoted by the same reference numerals, and description thereof will be omitted as appropriate. Also, parts corresponding to the present embodiment are denoted by the same reference numerals followed by A, and the description thereof will be omitted as appropriate. For example, the variable light shielding section 30A corresponds to the variable light shielding section 30 shown in FIGS.

[Configuration example of visibility control device]
FIG. 13 is a diagram showing a simplified configuration example for realizing visibility control in the windshield 3. As shown in FIG. 13 shows a simplified cross-section of the interior of the vehicle 1A as seen from the left side in the left-right direction, and illustration other than the dashboard 2, the windshield 3A, and the steering wheel 4 is omitted.

An image acquisition unit 40 that captures an image including the face of the driver D1 is provided on the top surface of the dashboard 2 . Note that FIG. 13 shows an example in which the image acquisition unit 40 is provided on the upper surface of the dashboard 2, but the image acquisition unit 40 may be provided in another position, for example, above the windshield 3A.

The image acquisition unit 40 captures an image of a subject and generates an image (image data) under the control of the control unit 310 (see FIG. 14), and outputs the generated image to the control unit 310 . The image acquisition unit 40 is, for example, an imaging device (image sensor) that receives light from a subject condensed by a lens, and an image processing unit that performs predetermined image processing on image data generated by the imaging device. Configured. As the imaging element, for example, a CCD (Charge Coupled Device) type or a CMOS (Complementary Metal Oxide Semiconductor) type imaging element can be used.

A display unit 50 for realizing a HUD (Head Up Display) of the vehicle 1A is provided on the upper surface of the dashboard 2 near the boundary with the windshield 3A.

The windshield 3A is a shield (for example, a windshield) provided at the front of the vehicle 1A, functions as a display medium for the HUD of the vehicle 1A, and has a variable light shielding section 30A at its lower portion. Moreover, in the modified example of the present embodiment, an example in which two display areas R1A and R2A are provided as display areas in the windshield 3A is shown.

The display area R1A is a HUD display area that displays an AR (Augmented Reality)-HUD image. Also, the display area R2A is a HUD display area for displaying a HUD image in the light shielding area of the variable light shielding portion 30A in the windshield 3A. The AR-HUD image means an image displayed as a virtual image on the windshield 3A using AR technology. Various types of information about roads and vehicles are displayed as AR-HUD images. Further, hereinafter, the display in the display area R1A will be referred to as AR-HUD display, and the display in the display area R2A will be referred to as vehicle information display. The vehicle information is, for example, information required by the driver D1 who drives the vehicle 1A when driving, and includes various types of information regarding roads and vehicles, such as vehicle speed and road signs.

As with the windshield 3, the windshield 3A may be formed using glass, or may be formed using other members. For example, when a laminated glass composed of a rear glass, a front glass, and an intermediate film is used as the windshield 3A, it is possible to control the refraction of light by shaping the cross section of the intermediate film into a wedge shape. can. That is, the laminated glass is formed such that the rear glass and the front glass have a V-shaped cross section. This allows the windshield 3A to function as a display medium for the HUD.

As shown in FIG. 13, the display unit 50 projects lights P11 and P21 onto the display areas R1A and R2A of the windshield 3A, and utilizes the reflected lights P12 and P22 to show a virtual image to the driver D1. A display device for realizing display, such as a projector and an optical system. That is, the lights P11 and P21 projected from the display unit 50 onto the display areas R1A and R2A of the windshield 3A are reflected by the windshield 3A, and the reflected lights P12 and P22 are directed to the eyes of the driver D1. The reflected light P12 projected onto the display area R1A and entering the driver D1's eyes is superimposed on the actual object seen through the windshield 3A and seen on the opposite side of the windshield 3A (outside the vehicle). It is captured as an image (virtual image). In addition, the reflected light P22 projected onto the display region R2A and entering the driver D1 appears as if it were displayed in the light shielding region of the variable light shielding portion 30A. caught. Thus, the display unit 50 realizes HUD display by displaying a virtual image using the windshield 3A. In this modified example, an image displayed on the windshield 3A so as to be visible outside the windshield 3A will be referred to as a virtual image. Further, in this modification, an image displayed on the windshield 3A so as to be visible on the surface of the windshield 3A will be referred to as a real image.

As described above, in this modification, the lower area (display area R2A) of the windshield 3A is used to deliver the light in the lower area (reflection area) to the eyes of the driver D1 on the same principle as the HUD, thereby displaying a virtual image. An example of making driver D1 visible is shown. That is, an example of providing vehicle information to driver D1 in combination with AR-HUD is shown.

In this example, an example of displaying a virtual image as vehicle information in the shaded area of the variable shaded portion 30A using the AR-HUD display is shown, but the present invention is not limited to this. For example, a diffusion screen or other display member such as a transparent display panel may be used in the light shielding area of the variable light shielding portion 30A, and the vehicle information may be displayed so that a real image is displayed on the windshield 3A.

Note that FIG. 1 shows an example in which the AR-HUD display and vehicle information display are realized using one display unit 50, but the present invention is not limited to this. For example, AR-HUD display and vehicle information display may be realized using a plurality of display units. For example, two display units, a first display unit for realizing AR-HUD display and a second display unit for realizing vehicle information display, are provided to realize AR-HUD display and vehicle information display. may

Thus, various information can be displayed in the display areas R1A and R2A of the windshield 3A using the display unit 50 fixedly installed on the dashboard 2. FIG. However, since the display unit 50 is fixed, when the eye height position of the driver D1 who is seated in the driver's seat of the vehicle 1A changes, the various information displayed in the display areas R1A and R2A of the windshield 3A is shifted. will occur. Therefore, in this modification, the eye height position of the driver D1 seated in the driver's seat of the vehicle 1A is detected, and based on the eye height position, the display areas R1A and R2A of the windshield 3A are displayed. Change the position of the image. This example also shows an example in which the minimum light shielding area of the variable light shielding portion 30A of the windshield 3A is set for each driver based on the eye height position of the driver D1 seated in the driver's seat of the vehicle 1A. In this modified example, the eye level position of the driver means the distance from the ground to the eye position of the driver sitting in the driver's seat of the vehicle 1A.

[Example of functional configuration of visibility control device]
FIG. 14 is a block diagram showing a functional configuration example of the visibility control device 300. As shown in FIG. Note that the visibility control device 300 is the same as the visibility control device 100 shown in FIG. A section 30A is provided, and points other than these are common to the view control device 100. FIG. Therefore, the points different from the visibility control device 100 will be mainly described below.

Based on the image data acquired by the image acquiring unit 40, the minimum area setting unit 311 detects the face of the driver included in the image and the eyes included in the face, and determines the detected eyes of the driver. Based on the height position, the minimum area for each driver is calculated. The minimum area setting unit 311 then outputs the calculation result to the light shielding area adjustment unit 117 and the display control unit 312 . That is, the eye height position of the driver seated in the driver's seat of the vehicle 1 can be obtained based on the eye position (the eye position included in the image) detected by the minimum area setting unit 311 . As for the face detection method and the eye detection method, known detection methods such as a template matching method and detection methods using various feature amounts can be used. A method of calculating the minimum area for each driver will be described in detail with reference to FIGS. 15 and 16. FIG.

The light shielding area adjustment unit 117 sets the minimum area for each driver set by the minimum area setting unit 311 to the lower limit value instead of the fixed area d1 (see FIGS. 1 and 2), and sets the minimum area and the maximum area d2 (see FIGS. 1, see FIG. 2), the light shielding area of the variable light shielding portion 30 of the windshield 3 is adjusted. Specifically, the light shielding area adjustment unit 117 adjusts the light shielding area of the variable light shielding unit 30 of the windshield 3 based on the light shielding amount d calculated by the light shielding amount calculator 116 . In this case, according to the range between the minimum area and the maximum area d2 set by the minimum area setting unit 311, the light shielding amount d calculated by the light shielding amount calculator 116 is appropriately corrected and used.

The display control unit 312 executes various display controls for images displayed in the display areas R1A and R2A of the windshield 3A. For example, the display control unit 312 controls the display unit 50 so that the vehicle information is displayed above the light shielding area of the variable light shielding unit 30</b>A adjusted by the light shielding area adjustment unit 117 . Further, for example, the display control unit 312 controls the display so that the AR-HUD image is displayed in the display area R1A of the windshield 3 based on the height position of the driver's eyes detected by the minimum area setting unit 311. control unit 50;

[Setting example 1 of light shielding area]
FIG. 15 is a diagram showing the relationship between the driver's eye height position and the minimum area for each driver when setting the light shielding area of the variable light shielding section 30A. In the graph shown in FIG. 15, the horizontal axis indicates the height position z of the driver's eyes detected by the minimum area setting unit 311, and the vertical axis indicates the minimum area d for each driver set by the minimum area setting unit 311. indicates The vertical axis means the vertical distance in the windshield 3A.

As shown in FIG. 15, when the eye height position is less than HP1, the increment is set to 0, and the light shielding area of the variable light shielding portion 30A becomes the fixed area d1. Further, when the eye height position is within the range of HP1 to HP2, the light shielding amount d of the light shielding area of the variable light shielding section 30A is increased according to the eye height position, and the minimum area for each driver is increased. set. Further, when the eye height position is equal to or higher than HP2, the maximum area d21 is set as the minimum area for each driver. Note that d21<d2 (see FIGS. 1 and 2).

[Shading area setting example 2]
FIG. 16 is a diagram showing the relationship between the driver's eye height position and the minimum area for each driver when setting the light shielding area of the variable light shielding section 30A. FIG. 16 shows an example in which the minimum area for each driver is increased stepwise based on the eye height position z of the driver.

As shown in FIG. 16, when the eye height position z is less than z1, the increment is set to 0, and the light shielding area of the variable light shielding section 30A becomes the fixed area d1. Further, when the eye height position z is within the range of z1 to z4, the light shielding amount d of the light shielding region of the variable light shielding section 30A is increased according to the eye height position z, and the minimum light shielding amount for each driver is increased. Set a region. Also, when the eye height position z is equal to or greater than z4, the maximum area d34 is set as the minimum area for each driver. Note that d1<d31<d32<d33<d34<d2 (see FIGS. 1 and 2).

In this way, with the fixed area d1 of the variable light shielding section 30A as a reference, the light shielding area of the variable light shielding section 30A is expanded according to the height position of the driver's eyes, and the minimum area for each driver is set. Accordingly, it is possible to set the appropriate light shielding area of the variable light shielding section 30A according to the driver. Moreover, when there is a possibility that a risk may occur, by reducing the light shielding area of the variable light shielding portion 30A to the minimum area, it is possible to avoid the event that the driver D1's field of vision is narrowed. In particular, when an abrupt driving operation is detected, the light shielding area of the variable light shielding section 30A is immediately reduced to its minimum area. By these, the driver D1's field of view can be appropriately ensured in consideration of the risks related to the vehicle 1 . In this example, the light shielding area of the variable light shielding section 30A is reduced to the minimum area set by the minimum area setting section 311, but the light shielding area of the variable light shielding section 30A may be reduced to the fixed area d1. . In particular, when an abrupt driving operation is detected, it is preferable to immediately reduce the light shielding area of the variable light shielding section 30A to the fixed area d1.

[Structure and effect of modification of the present embodiment]
The visibility control method according to the modification of the present embodiment includes a detection step (detection processing by the minimum area setting unit 311) of detecting the eye height position of the driver D1 seated in the driver's seat of the vehicle 1, and the detected A setting step (setting processing by the minimum area setting unit 311) of setting the minimum area of the variable light shielding section 30 (an example of the variable light shielding area) during driving of the driver D1 based on the eye height position of the driver D1. Prepare.

According to this configuration, it is possible to set an appropriate light shielding region of the variable light shielding portion 30 according to the eye height position of the driver D<b>1 sitting in the driver's seat of the vehicle 1 . In addition, it is possible to control the enlargement/reduction of the variable light shielding part 30 according to the vehicle speed with the set light shielding area as a reference.

Each process shown in this embodiment is executed based on a program for causing a computer to execute each processing procedure. Therefore, the present embodiment can also be understood as an embodiment of a program that realizes the function of executing each process and a recording medium that stores the program. For example, an update process for adding a new function to the visibility control device can store the program in the storage device of the visibility control device. As a result, it becomes possible to cause the updated field of view control device to perform each process shown in this embodiment.

Although the embodiments of the present invention have been described above, the above embodiments merely show a part of application examples of the present invention, and the technical scope of the present invention is not limited to the specific configurations of the above embodiments. do not have.

1 vehicle, 2 dashboard, 3, 3A windshield, 4 steering wheel, 10 sensors, 20 vehicle speed sensor, 30, 30A variable light shielding part, 40 image acquisition part, 50 display part, 100, 300 view control device, 110, 310 Control Unit 111 Restricted Visible Distance Calculator 112 Detector 113 Collision Time Calculator 114 Correction Coefficient Calculator 115 Corrector 116 Shield Amount Calculator 117 Shaded Area Adjuster 120 Storage 311 Minimum Area Setting section 312 display control section

Claims (6)

A visibility control method for a vehicle capable of vertically expanding or contracting a variable light shielding area provided at the bottom of a windshield based on vehicle speed,
a control step of expanding the variable light shielding area upward in the vertical direction as the vehicle speed increases;
a detection step of detecting a specific event that may pose a risk to the vehicle;
The control step suppresses expansion of the variable light shielding area when the specific event is detected.
sight control method. The visibility control method according to claim 1,
The specific event is a sudden driving operation by the driver of the vehicle,
In the control step, when the specific event is detected, expansion of the variable light-shielding area is stopped and the variable light-shielding area is reduced downward in the vertical direction to make the variable light-shielding area a minimum area.
sight control method. The visibility control method according to claim 2,
The sudden driving operation is an operation that suddenly decelerates the vehicle or a sudden steering operation by the driver.
sight control method. The visibility control method according to claim 1,
The specific event is when the estimated collision time between the vehicle and an object existing in the traveling direction of the vehicle is less than a reference time, when the distance between the object and the vehicle is less than a reference value, and when the vehicle If there is a specific sign in the direction of travel of the vehicle, or if the environment around the vehicle changes suddenly,
sight control method. The visibility control method according to any one of claims 1 to 4,
a detection step of detecting the eye level position of the driver seated in the driver's seat of the vehicle;
a setting step of setting a minimum area of the variable light shielding area when the driver is driving, based on the detected eye height position of the driver;
sight control method. A visibility control device for a vehicle capable of vertically expanding or contracting a variable light shielding area provided at the bottom of a windshield based on vehicle speed,
a control unit that expands the variable light shielding area upward in the vertical direction as the vehicle speed increases;
a detection unit that detects a specific event that may cause a risk related to the vehicle,
wherein the control unit suppresses expansion of the variable light shielding area when the specific event is detected;
vision controller.

Images