JP5001753B2 - Vehicle front window - Google Patents

Description

  The present invention relates to a vehicle front window having a simple and inexpensive structure that assists driving feeling.

  Conventionally, a liquid crystal panel has been installed on the lower surface of a vehicle front window (windscreen), and voltage is applied to the liquid crystal panel according to the driving state to lower the transmittance of the liquid crystal panel, and transmission above the liquid crystal panel. A device that prompts the driver's line of sight in a high-rate area is known (see, for example, Patent Documents 1 and 2).

Further, a vehicle is known that includes a corner pole at the vehicle end such as the front end on the passenger seat side and that can predict a vehicle end that is not directly visible from inside the vehicle by a corner pole that can be seen through the front window (for example, (See Patent Document 3). Further, there is known a camera provided with a camera at the vehicle end, where the vehicle end is photographed by the camera, and an image of the vehicle end is displayed on a display inside the vehicle (for example, see Patent Document 4). .
Japanese Utility Model Publication No. 4-90415 (paragraphs 0006 to 0009, FIGS. 1 to 5) JP 2000-21355A (paragraphs 0014 to 0015, FIGS. 7 and 8) Japanese Patent Laid-Open No. 6-127313 (paragraph 0001, FIG. 1 and FIG. 7) JP-A-8-225043 (paragraphs 0015 to 0016, FIGS. 1 and 7)

  However, in the techniques described in Patent Documents 1 and 2, the transmittance of the liquid crystal panel is lowered during high-speed operation, the line of sight is directed to a region with high transparency, and the driver's attention is directed far away. However, it has been found by experiments of the present inventors that the line of sight is scattered vertically and horizontally in a highly transparent region. That is, it was observed that there was a particularly meaningless line-of-sight movement during normal driving. In addition, since a controller for controlling the liquid crystal panel is required, it becomes expensive.

  Further, in the techniques described in Patent Documents 3 and 4, since a center pole and a camera are attached to the front side surface of the vehicle, the number of parts is large and the structure is complicated, and the burden on the assembly operator cannot be reduced. Further, in the technique described in Patent Document 3, when the corner pole is not used, control is performed so as to be in the vehicle by electric drive, so that wiring and a controller are required, which is expensive. In addition, the technique described in Patent Document 4 is expensive because the video taken by the camera is displayed on a display in the vehicle, and wiring and a display are required.

  Accordingly, an object of the present invention is to provide a vehicle front window having a simple and inexpensive structure that assists driving feeling.

For this reason, the invention according to claim 1 is the same height on the left and right sides so as to indicate a substantially horizontal direction in a vehicle front window that is positioned in front of the vehicle and secures the driver's field of view with respect to the driver in the vehicle. A pair of landmarks formed at positions, the landmarks having a triangular shape formed by a bottom side along the front pillar and a vertex facing the bottom side, and the vertexes of the pair of landmarks are It is characterized by facing the inside of the direction . In this configuration, the driver can move the line of sight with reference to a substantially horizontal straight line by a simple and inexpensive structure called a mark, so that the scattering of the line of sight can be suppressed and the driving sensation can be assisted. .

Also, the pre-Symbol mark, in the configuration with a pair of marks formed on the left and right sides, is perceived driver as if the virtual straight line connecting the right and left landmarks though present, the line of sight of the virtual straight line to the reference Since the movement can be promoted, the scattering of the line of sight can be suppressed and the driving sensation can be assisted.

  Therefore, the driver can unconsciously or consciously perceive the virtual line, so that the line of sight is prevented from being scattered above the virtual line and the line of sight is concentrated below the virtual line. It will be possible to assist the driving sensation. In addition, the driver can only perceive the virtual straight line, prevent the line of sight from being scattered up and down, and assist the driving sensation so that the line of sight moves along the virtual straight line. Further, since the front window is simply provided with a mark so that a virtual straight line can be perceived, there is no hindrance when the driver confirms an upper traffic light or the like.

  Further, in this configuration, since a pair of marks are formed at the same height position on the left and right sides of the vehicle front window, a structure that assists the driving feeling of the vehicle can be easily provided.

Also, the pre-Symbol mark, the triangular shape and the configuration formed by the apex opposite to the base and the base along the front pillar, since it is possible to represent the apex of the right and left triangular as the direction indicated by the arrow It becomes easier to perceive a substantially horizontal virtual straight line connecting the left and right vertices.

Also, the pre-Symbol marks, according to the configuration formed as a straight line connecting the left and right ends together, as with a virtual straight line, the straight line formed on the front window in the reference order to be able to promote movement of the line of sight, the line of sight of the Scattering can be suppressed and driving sensation can be assisted.

Further, the prior Symbol pair of marks, according to the configuration provided above the height of the eye point of the driver, it is possible to concentrate the movement of the driver's line of sight below the horizon, the driver, conventional You can pay attention to the road surface stably when you drive the vehicle without being distracted from the horizon to the sky.

Further, the driver in the vehicle, in the vehicle front window to ensure the visibility of the driver is located in front of the vehicle, to form a region of lower permeability than high permeability region in the center of the top or bottom, A region having a high transmittance can be formed in a substantially U shape or a substantially inverted U shape.

  According to this configuration, since the region with high transmittance is formed in a substantially U shape or a substantially inverted U shape, the line of sight is guided so as to avoid each of the substantially rectangular regions with low transmittance, and driving feeling is improved. Can assist. Therefore, it is possible to control the height of the line of sight passing through the center of the front window, and to induce grasping of an appropriate environment.

Further, the driver in the vehicle, in the vehicle front window to ensure the visibility of the driver is located in front of the vehicle, to form a region of lower permeability than high permeability region in the middle of the top and bottom, A region having high transmittance can be formed in a substantially H shape.

  According to this configuration, since the region with a high transmittance is formed in a substantially H shape, the driving sensation can be assisted so as to guide the movement of the line of sight to the region with a high transmittance and a substantially H shape. In particular, in the center of the front window, in order to urge horizontal movement so that the line of sight passes through a substantially H-shaped portion (horizontal bar), it is above the vehicle and below the height near the horizon. Gaze can be induced. Therefore, it is possible to control the height of the line of sight passing through the center of the front window, and to induce grasping of an appropriate environment.

Further, the driver in the vehicle, in the front window located in front of the vehicle to ensure the visibility of the driver, a roughly horizontal line shape bottom end portion, and the lower edge of the side surface sides horizontal It can be the same height as the waistline.

  In this configuration, the vehicle width can be estimated laterally or forward by the frame formed by the lower edge of the front window and the waistline, so that the driver's driving sensation can be assisted. Therefore, the frame can be used as a reference (comparator) for comparing the environment and the vehicle.

  Since the frame is formed near the driver's seat, the vehicle width can be easily grasped sensuously. Therefore, the driver can easily grasp the sense of distance with respect to the side buildings and walls. In addition, the driver can estimate the width of the vehicle far ahead by imagining an extension line of the waist line toward the front and an intersection with the horizontal line. Therefore, the driver can grasp the positional relationship between the own vehicle and the surrounding environment with the frame as a reference. Further, in this configuration, the edge auxiliary body can be configured only by changing the shape of the structure already used in the vehicle without newly attaching a part such as a corner pole.

Further, the driver in the car, in the front window to ensure the visibility of the driver is located forward of the vehicle, it is formed in a substantially horizontal curved shape bottom end portion, and a substantially horizontal in view from the driver's seat the edges auxiliary body configuration having a as perceived viewed in a straight line shape, by the frame formed by the front window of the lower edge of the rim auxiliary body and waistline, guess the vehicle width at the side or front It is possible to assist driving sensation. Therefore, the frame can be used as a reference (comparator) for comparing the environment and the vehicle.

Further, the driver in the vehicle, in the vehicle front window to ensure the visibility of the driver is located forward of the vehicle, is substantially horizontal linear shape lower edge portion, both ends of the lower edge side the configuration that intersect as perceived visual on either side of the front pillar and the edge shape, thereby grasping the vehicle width to the driver by a frame formed by the edge auxiliary body and the front pillar of the lower edge of the front window Can help drive sensation. Therefore, the frame can be used as a reference (comparator) for comparing the environment and the vehicle.

  Therefore, according to the present invention, it is possible to provide a vehicle front window having a simple and inexpensive structure that assists driving feeling.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[Embodiment 1]
First, the front window for a vehicle according to the first embodiment will be described with reference to the schematic diagram shown in FIG. Incidentally, here, a case where the vehicle is in contact with a horizontal road surface will be described.

  As shown in FIG. 1, the vehicle 100 is provided with a pair of marks 2 and 3 indicating a substantially horizontal direction on a vehicle front window (hereinafter also referred to as “front window”) 1. The marks 2 and 3 are formed at the same height position on the left and right sides of the front window 1. Thereby, the driver can perceive a virtual straight line connecting the pair of marks 2 and 3.

  The marks 2 and 3 are formed by a so-called black ceramic print (hereinafter referred to as “black sera”). Therefore, when the black ceramic is formed on the edge of the glass of the front window 1 or the like, a part of the black ceramic is formed into a pair of isosceles triangles to form the marks 2 and 3 on the front window 1. In the first embodiment, the marks 2 and 3 are formed by black sera. However, if such a shape can be formed, the front window 1 is colored not only by black sera but also by an arbitrary dye. Alternatively, the marks 2 and 3 may be formed by sticking a seal-like body to the front window 1.

  In the schematic diagram shown in FIG. 1, the left front pillar 4 and the right front pillar 5 that support the front window 1 on the left and right, an instrument panel (hereinafter referred to as “instrument panel”) 6, and doors 7 and 8. The steering wheel 9 is mainly depicted. In the first embodiment, a right-hand drive vehicle is illustrated.

  Next, the front window shown in FIG. 1 will be described with reference to the schematic diagram shown in FIG. As shown in FIG. 2, the mark 3 is formed in a triangular shape including a bottom side along the right front pillar 5 that supports the front window 1 and a vertex facing the bottom side. In particular, here, the mark 3 is formed in an isosceles triangle shape. As the mark 3, for example, an isosceles triangle having a base of about 4.0 mm and the other two sides of about 2.0 mm is sufficient. Note that the mark 2 shown in FIG. 1 is formed in an isosceles triangle shape in which the mark 3 is line-symmetric with respect to the vertical line, and thus description thereof is omitted.

  In the first embodiment, the pair of marks 2 and 3 are formed at the same height. However, as long as a substantially horizontal virtual straight line can be perceived, they may be formed at substantially the same height. In the first embodiment, the pair of marks 2 and 3 are formed in an isosceles triangle shape, but the shape is not limited to this as long as a virtual straight line can be perceived. For example, the shape may be any of a circular shape, a quadrangular shape, other various figures, characters, designs, patterns, or a combination thereof. Further, the size of the marks 2 and 3 may be any size as long as a virtual straight line can be perceived. Also, the size and shape may be different on the left and right.

  In addition, the virtual straight line may be a conceptual line that does not limit the Euclidean geometric width, but has a concept including a band-like body with a limited width. In the first embodiment, it is possible to perceive a band-like body having the same width as the width of the bottoms of the marks 2 and 3.

  Further, in the first embodiment, the marks 2 and 3 are formed at a substantially intermediate height position of the front window 1, but may be formed at any height. In the first embodiment, the pair of marks 2 and 3 are formed so that a single virtual straight line can be perceived. However, a plurality of pairs of marks 2 and 3 are formed so that a plurality of virtual straight lines can be perceived. May be. For example, two virtual straight lines may be perceived so that the front window 1 is divided into three vertically.

  Next, the line-of-sight movement state in the front window 1 shown in FIG. 1 will be described with reference to FIG. FIG. 3A is a schematic diagram showing movement of the line of sight in the front window shown in FIG. 1, and FIG. 3B is a schematic diagram showing movement of the line of sight in the front window of the comparative example of the first embodiment. The figure is shown. Note that the line-of-sight trajectories W1 and W2 indicating the movement of the line of sight in FIGS. 3A and 3B are obtained using an eye mark recorder (manufactured by nac, EMR-8).

  As shown in FIG. 3 (a), in the first embodiment, the driver unconsciously or consciously perceives the virtual straight line L on the front window 1 by the marks 2 and 3, and the line-of-sight locus W1 is determined. The front window 1 can be moved so as to be gathered between the lower end line of the front window 1 (here, the line of the instrument panel 6) and the virtual straight line L. In particular, the line of sight moving in the left-right direction is substantially horizontal, and the vertical movement is reduced. That is, in the front window 1 of the first embodiment, the driver's line of sight can be concentrated below the marks 2 and 3.

  Also, if the driver gets used to the marks 2 and 3 and imprints below the virtual straight line L at a low speed, the line of sight gathers unconsciously below the virtual straight line L at a low speed. You can also expect that. Moreover, when visually recognizing a traffic light or the like above the vehicle, it is possible to move the line of sight upward from the virtual straight line L.

  In contrast, since the vehicle 100 ′ shown in FIG. 3B does not have the marks 2 and 3, the driver does not stabilize the line-of-sight locus W2 regardless of whether the speed is low or high. It will be scattered. Therefore, when the line-of-sight locus W1 and the line-of-sight locus W2 in FIGS. 3A and 3B are compared, in the first embodiment, the scatter of the line of sight is suppressed and the driving sensation can be assisted. You can see that Therefore, it is possible to suppress the phenomenon that the driver's line of sight moves upward in a sense other than when looking at a sign or a signal.

[First Modification]
Next, the 1st modification in the front window 1 (refer FIG. 1) of Embodiment 1 is demonstrated. FIG. 4A referred to below is a perspective view showing a first modified example of the vehicle front window according to the first embodiment in association with an eye point. The vehicle front window is obliquely viewed from the front upper side of the vehicle. It is a figure which shows a mode that it looked down. FIG. 4B is an explanatory diagram of eyepoints and is a side view showing a state seen from the left side surface of the vehicle. FIG. 5 (a) is a perspective view showing the height of the mark in the vehicle front window of FIG. 4 (a) in association with the driver's eye point, looking down at the vehicle front window from the diagonally upper front of the vehicle. It is a figure which shows a mode. FIG. 5B is a side view showing the vehicle front window of FIG. 5A as viewed from the left side surface of the vehicle. Here, a vehicle front window that is curved so as to protrude toward the outside (front side) of the vehicle will be described. In addition, about the component same as Embodiment 1, the same code | symbol is attached | subjected and the detailed description is abbreviate | omitted.

  As shown in FIG. 4 (a), the front window 150 of the first modification has marks 2 and 3 at the heights of the eye points 12 and 12 corresponding to the eye height of the standard body driver 11, respectively. It is provided at a position above the height. First, the eye points 12 and 12 will be described.

Eyepoints 12 and 12 are 50% of adult males specified in JIS D 4607 “Three-dimensional sitting body model for measuring vehicle interior dimensions (3DM-JM 50)” or ISO 6549 “Road vehicles-Procedure for H-point determination”. It can be set using a tiled human body model (hereinafter simply referred to as “human body model”).
The eye points 12 and 12 can be defined as reference points in the passenger compartment. Specifically, for example, the eye points 12 and 12 are shown in “Attachment 81 of Notification (Ministry of Land, Infrastructure, Transport and Tourism) of the Safety Standards for Road Transport Vehicles”. Can be determined by different methods. However, how to determine the eye points 12 and 12 is not limited to this, and may be determined by other methods.
Incidentally, in the first modification, as shown in FIG. 4B, the human body model is seated on the driver's seat S at a predetermined position by the seating method defined in ISO 6549, and the height Ht of the eye points 12 and 12 is It is set to be 635 mm above the vertical direction from the H point 13a (also referred to as DRP (Driver's Reference Point)) which is the hip joint point of the human body model. In the first modification, the torso angle θ1 (also referred to as the back angle) is 25 degrees. When the torso angle θ1 is 25 degrees in this way, the center point 12a of the eye points 12 and 12 (FIG. 4 ( The rear inclination angle θ3 of (a) is 8 degrees. The torso angle θ1 is not limited to 25 degrees and can be set as appropriate. In this case, the positions of the eye points 12 and 12 according to the magnitude of the torso angle θ1 are The correction is made so as to be the reference point described above.

  As described above, the marks 2 and 3 (see FIG. 4A) in the first modification are provided at positions higher than the height of the eye points 12 and 12. In other words, in the vehicle 100 that is in contact with the horizontal road surface as described above, the marks 2 and 3 are at the same horizontal height as the eye points 12 and 12 as shown in FIG. It is provided above the eye level point P1 provided on the left and right center line 14 of the window 150. Incidentally, the left and right center line 14 is defined on the surface of the front window 150 where the marks 2 and 3 are provided. Specifically, for example, when the marks 2 and 3 are provided on the inner surface, the left and right center line 14 is defined on the inner surface, and the marks 2 and 3 are provided on the outer surface. In some cases, the left-right center line 14 is defined on the outer surface of the vehicle. And when the marks 2 and 3 are provided in the front window 150 so that it may be pinched | interposed between laminated glasses, the left-right centerline 14 will be prescribed | regulated on a mating surface. The preferable heights of the marks 2 and 3 are shown in FIGS. 5A and 5B when the mark height point P2 having the same horizontal height as the marks 2 and 3 on the left and right center line 14 is used as an index. As described above, a line segment connecting a point 12b (hereinafter referred to as "center point 12b") obtained by horizontally moving the eye point center point 12a to the center in the width direction of the vehicle and the eye level point P1, a center point 12b and a mark height The angle θ2 formed by the line segment connecting the height point P2 is a height set so as to be 5 degrees to 25 degrees.

The marks 2 and 3 and the mark height point P2 exist in the same horizontal plane 15. The horizontal plane 15 and the above-described surface of the front window 150 on which the marks 2 and 3 are provided are the front window 150. It intersects so as to draw a curve 15a convex forward according to the degree of curvature.
The visible line segment formed on the above-described surface where the marks 2 and 3 of the front window 150 are traced so as to follow such a virtual curve 15a is replaced by the line segment alone or the mark 2 instead of the marks 2 and 3. , 3 may constitute a "mark indicating a substantially horizontal direction" in the claims.
Further, in the front window 150 of the first modified example, the marks 2 and 3 are formed at the same height. However, in the present invention, as long as the marks 2 and 3 indicate a substantially horizontal direction, the heights of the marks 2 and 3 are high. The size may be different.

  Next, the effect of the front window 150 of the first modification will be described. FIG. 6A referred to here is a schematic diagram showing movement of the line of sight in the vehicle front window shown in FIG. 4A, and FIG. 6B is a line of sight in the vehicle front window as a comparative example. It is a schematic diagram which shows movement of. Note that the line-of-sight loci W1 and W2 indicating the movement of the line of sight in FIGS. 6A and 6B are obtained using an eye mark recorder (manufactured by nac, EMR-8).

  In general, when the driver 11 (see FIG. 4B) consciously determines a horizontal line of sight at the eye level, the driver 11 visually observes the scenery outside the vehicle at substantially the same height as the horizon (or horizontal line). Will be. That is, in the vehicle 100 (see FIG. 4A) that is in contact with a horizontal road surface with good line of sight, the driver 11 is determined to have a line of sight at the same height as the horizon that appears as a discontinuity on the road surface far ahead. It becomes.

  More specifically, for example, as shown in FIG. 6B, in the conventional front window 150 ′ (comparative example) without the marks 2 and 3, the driver 11 (see FIG. 4B) has a horizontal line of sight. Thus, the horizon Hr is seen through the front window 150 '. When the vehicle 100 ′ having such a front window 150 ′ is driven, the driver 11 perceives the scenery seen through the front window 150 ′ as moving relatively, so that the line-of-sight locus W2 of the driver 11 is determined. The present inventors have confirmed that the scatter is greatly scattered above and below the front window 150 ′ with the horizon Hr as a boundary.

  On the other hand, as shown in FIG. 6A, in the front window 150 of the first modified example in which the marks 2 and 3 are provided above the height of the eye points 12 and 12 (see FIG. 4A). It has been found by eye-gaze measurement by the eye mark recorder that the eye-gaze locus W1 of the driver 11 (see FIG. 4B) is mainly concentrated below the horizon Hr. In particular, since the line-of-sight locus W1 is concentrated below the horizon Hr in the left and right center part (center part) of the front window 150, the driver 11 consciously defines the virtual straight line L that connects the marks 2 and 3, Or it is considered that the movement of the line of sight is concentrated below the horizon Hr by unconsciously perceiving. Further, the front window 150 (see FIG. 6A) can guide the line of sight of the driver 11 to the road surface near the horizon Hr as compared to the conventional front window 150 ′ (see FIG. 6B). it can.

According to the front window 150 of the first modified example as described above, the movement of the line of sight of the driver 11 can be concentrated below the horizon Hr. Therefore, the driver 11 can connect the horizon as in the conventional front window 150 ′. It is possible to pay attention on the road surface stably when driving the vehicle 100 without being distracted from the range from Hr to the sky.
In the first modification, the front window 150 curved so as to protrude outward (front) of the vehicle has been described, but the present invention may be a flat front window. At this time, the mark corresponding to the curve 15a (see FIG. 4A) on the front window 150 of the first modified example is formed with a straight line.

[ First Reference Example ]
Next, a front window as a first reference example will be described with reference to schematic diagrams shown in FIGS. 7A and 7B, reference numerals 1, 4, 5, 6, 7, 8, and 9 are the same as those shown in FIG. As shown in FIG. 7A, a straight mark 10A is formed on the front window 1 of the vehicle 200A. This straight mark 10A may also be formed of black ceramic. Since the driver can visually perceive the horizontal straight mark 10A, the straight mark 10A functions in the same manner as the virtual straight line L formed by the marks 2 and 3.

  Further, as shown in FIG. 7B, marks 10 </ b> B and 10 </ b> B are formed on the left and right of the front window 1 in the vehicle 200 </ b> B. The marks 10B and 10B are examples in the case of a quadrangular shape in the description of the shapes of the marks 2 and 3. Here, it is a rectangular shape elongated in the horizontal direction. The driver can perceive the virtual straight line with the marks 10B and 10B in the same manner as the driver perceives the virtual straight line L with the marks 2 and 3. The straight mark 10A and the marks 10B and 10B may also be formed by black ceramic.

  In the above description, the marks 2, 3, 10B, 10B and the straight mark 10A (hereinafter referred to as “mark 2 etc.”) are referred to as the vehicles 100, 200B and the vehicle 200A (hereinafter referred to as “vehicle 100 etc.”). However, the mark 2 or the like may be moved up and down. For example, it is constituted by left and right marks 2 as a structure that can move with respect to the front window 1 and a slide mechanism (not shown) that moves the marks 2 and the like up and down. If it does in this way, the height of the mark 2 etc. can be adjusted according to the height of the seat height of a driver, or the height of a seat. In this case, a slide mechanism (not shown) may be attached to the front window 1 and the front pillars 4 and 5. Moreover, you may make it form the mark 2 etc. in the front pillars 4 and 5 not via a slide mechanism.

[ Second Reference Example ]
Next, the front window of the second reference example will be described with reference to the schematic diagram shown in FIG. In FIG. 8, reference numerals 1, 4, 5, 6, 7, 8, and 9 are the same as those shown in FIG. In the vehicle 300, regions 1 a and 1 b having a lower transmittance than a region having a high transmittance of the front window 1 are formed in the center of the upper and lower portions of the front window 1. For this reason, the regions with high transmittance except for the regions 1a and 1b with low transmittance are formed in a substantially H-shape.

  Note that the difference in transmittance between the high region and the low region may be different at any ratio as long as the two can be distinguished. Moreover, you may make it form the area | regions 1a and 1b so that the transmittance | permeability may change when it sees from a driver's seat side (here right side). The regions 1a and 1b are formed by sandblasting the front window 1, but the structure is not limited to this as long as the transmittance (resolution) can be reduced. For example, the regions 1a and 1b may be formed by drawing a dot pattern. Furthermore, it may be colored or a seal-like body may be attached. In addition, here, the region 1a and the region 1b have the same transmittance throughout the inside thereof, but the transmittance may be changed. Moreover, you may make it represent the area | region 1a and the area | region 1b only by a rectangular frame.

  Next, the movement state of the line of sight in the front window 1 shown in FIG. 8 will be described. Note that the line-of-sight locus W3 indicating the movement of the line of sight in FIG. In this case, when the driver visually perceives the areas 1a and 1b on the front window 1, when the line of sight moves in the central portion of the front window 1, the driver draws the line of sight locus W3 so as to avoid the areas 1a and 1b. However, in the center part of the front window 1, it becomes substantially horizontal and the height of the line of sight is controlled. On the other hand, when the areas 1a and 1b are not formed on the front window 1, the line-of-sight locus W2 is drawn and the line of sight is scattered as shown in FIG.

In addition, since the areas 1a and 1b are merely low in transparency, environmental information that can be seen beyond the areas 1a and 1b can be visually perceived without any problem, so there is no problem in safety. Also in the case of the second reference example , if the driver gets used to the areas 1a and 1b, it can be expected that the line of sight is moved to an H-shaped portion with high transparency unconsciously during normal driving.

In the second reference example , the case where both the region 1a and the region 1b are formed vertically has been described. However, only one of the region 1a and the region 1b is formed at the center of the upper portion or the lower portion of the front window 1. You may do it. In this case, the high transmittance region excluding the low transmittance region 1a or region 1b is formed in a substantially U shape or a substantially inverted U shape.

  When only the region 1a is formed, the driver moves the line of sight in a substantially U-shaped portion so as to avoid the region 1a. Therefore, in the central portion of the front window 1, the line of sight can be collected below the height of the region 1a, and the line of sight can be controlled.

  On the other hand, when only the region 1b is formed, the driver moves the line of sight in a substantially inverted U-shaped portion so as to avoid the region 1b. Therefore, in the central portion of the front window 1, the line of sight can be collected in a portion above the region 1b, and the line-of-sight height can be controlled.

Therefore, it can be seen that in the second reference example , the scattering of the line of sight is suppressed and the driving sensation can be assisted. This suppresses the phenomenon that the driver's line of sight moves up meaninglessly or moves down meaninglessly, except when looking at signs and signals. And it can guide below the horizontal line vicinity height. Therefore, it is possible to suppress a state in which a driving beginner is likely to fall into the vehicle, focusing on positioning the vehicle in the lane and increasing the frequency at which the line of sight becomes the closest position to the vehicle.

[Embodiment 3]
Next, the vehicle front window of the third reference example will be described with reference to the schematic diagram shown in FIG. In FIG. 9, reference numerals 1, 4, 5, 6, 7, 8, and 9 are the same as those shown in FIG. When viewed from the driver's seat, the vehicle 400 has a linear shape in which the lower end edge B of the front window 1 is substantially horizontal, and the left end of the lower end edge B is a horizontal waistline A. The right end of the lower edge B intersects the horizontal waistline C on the right front pillar 5. That is, the lower end edge B and the waist lines A and C have the same height.

  The lower end edge B is formed by a black sera (edge auxiliary body) 1c formed in a substantially horizontal curved shape and formed so as to be visually perceived as a substantially horizontal linear shape in the field of view from the driver's seat. . Since the front window 1 is formed in a curved surface convex forward, the lower end edge of the front window 1 draws a curve. Therefore, a black sera 1c is formed at the lower end edge of the front window 1 so that the width of the center portion is thin and the width is increased toward the left end and the right end so that the lower end edge portion B draws a straight line. . Accordingly, the driver can perceive the frame by the waist line A, the lower end edge B, and the waist line C.

  Next, a method of visual perception of the outside environment using a frame will be described. FIG. 10 is a schematic diagram showing a side visual perception state in the front window shown in FIG. When the driver located on the side of the steering wheel 9 visually perceives the frame, the driver can grasp the length of the lower edge B between the waist line A and the waist line C at a distance of about 1 m from himself / herself. The vehicle width can be estimated.

Then, the driver compares the line X1 formed by the left building X with the waist line A, compares the line Y1 formed by the right building Y with the waist line C, and compares the length of the lower edge B ( In consideration of (vehicle width), it becomes easy to grasp the sense of distance and the sense of distance on the left and right of the relationship between the road width ahead and the vehicle width. Therefore, the driver can always perceive the positional relationship between his / her vehicle and the environment by the frame (comparator) while driving the vehicle. Therefore, in this third reference example , the accuracy of the driver's perception of perception and vehicle width perception is improved, and the driving sensation can be assisted.

In the third reference example , the lower edge B is formed by the black sera 1c, but it may be formed by using another dye or a seal-like body as in the first embodiment. Further, if the instrument panel 6 is formed in a linear shape so that the lower end edge of the front window 1 is hidden in the field of view from the driver, the lower end edge B can be formed in the same manner. Further, the black edge 1c and the instrument panel 6 may be used in combination to form the lower edge B. In addition, what is necessary is just to form the lower end edge part B in linear shape, when the front window 1 is flat shape.

  Since the lower end edge B of the front window 1 has a substantially horizontal linear shape as described above, both ends of the lower end edge B are viewed as an edge from the left front pillar 4 and the right front pillar 5 on both sides. Cross as perceived. Therefore, even with this configuration alone, the vehicle width can be grasped by the driver by the frame formed by the lower edge B of the front window 1, the left front pillar 4 and the right front pillar 5. Can do.

Next, the vehicle 400 including the front window 1 of the third reference example shown in FIG. 9 was tested for displacement of the vehicle 400 when the vehicle 400 traveled on a circular course (position displacement test). FIG. 11 referred to here is a perspective view showing a state in which the vehicle travels on a circuit course in the misalignment test. FIG. 12A is a partial perspective view showing a state in which the contour of the vehicle shifts for each turn when the vehicle including the front window of the third reference example passes through the region surrounded by X in FIG. 11 a plurality of times. FIG. 12B is a partial perspective view showing a state in which the contour of the vehicle shifts for each turn when a vehicle including a front window as a comparative example passes through the region surrounded by X in FIG. 11 a plurality of times. . In addition, the front window as a comparative example here is a conventional front window whose lower end edge is not the same height as the horizontal waist line on both sides of the side surface.

As shown in FIG. 11, the circuit course 20 is set between a circular inner line 20a having a radius of 8.5 m and an outer line 20b drawn by a concentric circle further 4.5 m away from the inner line 20a. ing.
In the above-described misalignment test, first, a driver (not shown) of the vehicle 400 including the front window 1 of the third reference example is checked while checking the inner line 20a and the outer line 20b of the circuit course 20, both lines 20a. , 20b for 7 laps. And the shift | offset | difference of the outline 21 of the vehicle 400 which drive | works the other 5 rounds except the 1st round and the 7th round was measured in the area | region enclosed by X. FIG. Incidentally, the displacement of the contour 21 is measured by imaging the vehicle 400 in the region surrounded by X when the vehicle 400 is detected by an optical sensor (not shown) provided at a predetermined position of the circuit course 20. It was done. The result is shown in FIG.

  Next, in place of the vehicle 400, a misalignment test was performed in the same manner as the vehicle 400, except that the vehicle 400 ′ having a front window as a comparative example was used. The result is shown in FIG.

As is clear from the comparison between FIG. 12A and FIG. 12B, the deviation of the contour 21 of the vehicle 400 including the front window 1 of the third reference example is the vehicle 400 including the front window as a comparative example. It was confirmed that it was extremely small compared to the shift of the contour 21 ′. This means that while the driver (not shown) travels the vehicle 400 (see FIG. 11), the positional relationship between the vehicle 400 and the environment (inner line 20a and outer line 20b) is always the lower edge B shown in FIG. This is considered to be perceived by the frame (comparator) formed by the waist lines A and C. In other words, it was confirmed that the front window 1 of the third reference example forming a frame (comparator) formed near the driver's seat makes it easy to grasp the vehicle width sensuously.

It is a schematic diagram which shows the vehicle front window of Embodiment 1. It is a partial schematic diagram which shows the right side of the vehicle front window shown in FIG. 1, and is a figure including the enlarged view of a mark. (A) is a schematic diagram which shows the movement of the eyes | visual_axis in the vehicle front window shown in FIG. 1, (b) is a schematic diagram which shows the movement of the eyes | visual_axis in the vehicle front window as a comparative example. (A) is the perspective view which showed the 1st modification of the vehicle front window of Embodiment 1 linked | related with the eye point, and is a figure which shows a mode that the vehicle front window was looked down from diagonally forward of the vehicle. . (B) is explanatory drawing of an eyepoint, and is a side view which shows a mode seen from the left side surface of the vehicle. (A) is the perspective view which showed the height of the mark in the vehicle front window of FIG. 4 (a) in association with the driver's eye point, and looked down at the vehicle front window from the diagonally upper front of the vehicle. FIG. FIG. 5B is a side view showing the vehicle front window of FIG. 5A as viewed from the left side surface of the vehicle. (A) is a schematic diagram which shows the movement of the eyes | visual_axis in the vehicle front window shown to Fig.4 (a), (b) is a schematic diagram which shows the movement of the eyes | visual_axis in the vehicle front window as a comparative example. It is. (A) And (b) is a schematic diagram which shows the front window for vehicles as a 1st reference example . It is a schematic diagram which shows the front window for vehicles of a 2nd reference example . It is a schematic diagram which shows the front window for vehicles of a 3rd reference example . It is a schematic diagram which shows the side visual perception state in the vehicle front window shown in FIG. It is a perspective view which shows a mode that a vehicle drive | works the circuit course in a position shift test. FIG. 11A is a partial perspective view showing a state in which the contour of the vehicle shifts for each turn when the vehicle including the front window of the third reference example passes through the region surrounded by X in FIG. 11 a plurality of times. FIG. 12 is a partial perspective view showing a state in which the contour of the vehicle is deviated for each turn when a vehicle including a front window as a comparative example passes through the region surrounded by X in FIG. 11 a plurality of times.

Explanation of symbols

100, 200, 300, 400 Vehicle 1,150 Vehicle front window 1a, 1b Region 2, 3 Mark 4 Left front pillar 5 Right front pillar 6 Instrument panel 7, 8 Door 9 Steering 10 Straight mark 11 Driver 12 Eye point L Virtual straight line W1, W3 eye tracking

Claims (3)

In a vehicle front window that is positioned in front of the vehicle and secures the driver's field of view for the driver in the vehicle
A pair of marks formed at the same height on the left and right sides to indicate a substantially horizontal direction ,
The mark is a triangular shape formed by a bottom along the front pillar and a vertex facing the bottom.
The vehicle front window characterized in that the vertices of the pair of marks face each other inward in the left-right direction . The vehicle front window according to claim 1 , wherein the pair of marks are provided above a height of an eye point of the driver. The pair of landmarks are formed in a pair of triangular shapes when a black ceramic print is formed on a glass edge of a front window. Vehicle front window.

Images