JP7587754B2 - Display method and device - Google Patents

Description

The present invention relates to a display method and display device that utilizes a HUD (head-up display).

In recent vehicles, an increasing number of vehicles use HUDs to project information to be presented to the driver onto the front windshield. The driver sees the information projected by the HUD in the form of a virtual image.

Using a HUD to display presented information in front of the windshield is preferable because it requires less eye movement when the driver goes from looking at the distant view ahead to gazing at the information presented by the HUD, and allows the driver to perceive the presented information clearly and quickly.

When a vehicle is moving (driving forward), the view ahead seen through the windshield flows backwards, creating an optical flow. Optical flow is a vector that has a speed component and a directional component, and the driver has no choice but to see it.

Patent document 1 discloses a technology in which a display inside the vehicle is set at a position along the optical flow that is visually recognized by the driver while the vehicle is traveling, and necessary information is provided on the display in accordance with the optical flow.

Patent document 2 discloses a technology that displays symbol images of objects around the vehicle on the HUD by moving them while taking into account optical flow.

None of the above patent documents acknowledge that optical flow is a visual stimulus to the driver and affects the driver's focus adjustment.

JP 2014-201253 A Special Publication No. 2011-70783

It has been found that when information presented by a HUD is displayed on the windshield at a specified distance in front of the vehicle, problems arise in that the presented information is difficult to perceive while driving, and the surroundings become blurred. Even in such cases, if the driver gazes at the presented information for a relatively long period of time, the presented information can be clearly perceived, but the responsiveness required to achieve clear perception is poor.

Investigating the cause of the above problems, it was found that the optical flow that occurs while driving stimulates the driver's vision and causes a significant change in the driver's focal length. Specifically, it was found that when the vehicle is traveling at high speed, the driver's focal length shifts to a longer distance compared to when the vehicle is traveling at low speed. In other words, even if the presented information is clearly perceived when the vehicle is stopped or traveling at low speeds, when the vehicle speed increases to a high speed range, the optical flow causes the focal length to shift to a longer distance than when the vehicle is traveling at low speeds, making it difficult to clearly perceive the presented information and causing the surrounding area to become blurred.

The present invention was made in consideration of the above circumstances, and its purpose is to provide a display method and display device that allows the driver to perceive the image displayed by the HUD clearly and responsively regardless of differences in vehicle speed.

In order to achieve the above object, the display method of the present invention adopts the following solution. That is, as described in claim 1,
A display method for projecting information to be presented to a driver onto a front windshield, comprising:
Detecting a vehicle speed;
detecting an eye state of the driver when the driver gazes at the presented information;
estimating a gaze distance when the driver is gazing at the presented information based on the detected eye state of the driver;
a step of changing a front -rear position at which the presentation information is displayed so that the presentation information is displayed at a more forward position when the vehicle speed is high than when the vehicle speed is low, based on a relationship between the estimated gaze distance of the driver and the detected vehicle speed, so that the driver can easily perceive the presentation information;
It is designed to be equipped with the following.

According to the above-mentioned solution, the display position of the presented information is changed according to the vehicle speed so that the information can be easily perceived, so that the driver can always perceive the presented information clearly and responsively regardless of the difference in the vehicle speed. In addition, when the vehicle speed is high, the display position of the presented information is appropriately changed in response to the focal length changing to a farther position compared to when the vehicle speed is low, so that the presented information can be perceived clearly and responsively regardless of the difference in the vehicle speed. Also, the presented information can be perceived clearly and responsively regardless of the difference in the vehicle speed in response to the difference in the visual characteristics of each driver, the difference in the driver's physique and the seating position in the driver's seat (the difference in the driver's eye position), etc.

The preferred embodiment based on the above display method is as follows:

The vehicle speed is divided into a plurality of ranges, and the position where the presented information is displayed is different in the front-rear direction for each of the plurality of ranges (corresponding to claim 2 ). In this case, it is preferable to minimize the change in the front-rear position of the presented information.

When the vehicle speed is within a predetermined vehicle speed range, the presentation information is displayed in a standard display mode.
When the vehicle speed is outside the predetermined vehicle speed range, the display manner is changed so that the presentation information is displayed more conspicuously than in the standard display manner.
(Corresponding to claim 3 ). In this case, the change in focal length according to the vehicle speed is compensated for by changing the display mode to one that makes the presented information more noticeable, so that the presented information can be perceived clearly and responsively regardless of the difference in vehicle speed. It is also possible to set the display position of the presented information so that it is always more noticeable, but in this case, the driver may feel annoyed by the presented information, so this is preferable in terms of minimizing the driver's feeling of annoyance.

In order to achieve the above object, the display device of the present invention adopts the following solution.
A head-up display (HUD) that projects information to the driver on the front windshield;
A vehicle speed detection means for detecting a vehicle speed;
eye state detection means for detecting an eye state of the driver when the driver gazes at the presented information;
an estimation means for estimating a gaze distance when the driver is gazing at the presented information based on the eye state of the driver detected by the eye state detection means;
a control means for controlling the HUD based on a relationship between the estimated gaze distance of the driver and the detected vehicle speed , and changing a display position of the presentation information so that the presentation information is displayed at a more forward position when the vehicle speed is high than when the vehicle speed is low , so that the driver can easily perceive the presentation information;
According to the above solution, a display device is provided for carrying out the display method according to claim 1.

Preferred aspects based on the above display device are as follows:

The control means divides the vehicle speed into a plurality of ranges and controls the display position of the presented information to differ in the front-rear direction for each of the plurality of ranges. In this case, a display device for executing the display method according to claim 2 is provided.

The control means controls the display of the presented information to be in a standard display mode when the vehicle speed is within a predetermined vehicle speed range that has been set in advance, and controls the presented information to be displayed in a more noticeable manner compared to the standard display mode when the vehicle speed is outside the predetermined vehicle speed range (corresponding to claim 6 ). In this case, a display device for executing the display method corresponding to claim 3 is provided.

The present invention allows the driver to perceive the image displayed by the HUD clearly and responsively regardless of differences in vehicle speed.

FIG. 11 is a simplified side view illustrating a state in which a virtual image is projected as presented information forward of a windshield, illustrating one embodiment of the present invention. 1 is a diagram showing a situation in which the focal length changes according to a change in the horizontal convergence angle of the eyeballs. A diagram showing the rotational movement of the eyeball. Data showing how the horizontal convergence angle changes depending on the vehicle speed. Data showing how the turning angle changes depending on the vehicle speed. A diagram showing the situation where the top of the horopter surface moves towards you when you are traveling at low speeds. A diagram showing how the top of the horopter surface moves into the distance when the vehicle is traveling at high speeds. A side view showing the change in the horopter surface in response to rotation. A plan view showing the change in the horopter surface in response to rotation. FIG. 4 is a plan view showing the relationship between the horizontal convergence angle and the front-to-rear distance. FIG. 2 is a diagram showing an example of a control system of the present invention. 4 is a flowchart showing a control example of the present invention. 11 is a flowchart for determining the forward/backward adjustment amount of the display position of presented information for each driver.

Figure 1 shows an example of a configuration for projecting presented information forward onto the windshield. In the figure, 1 is the windshield, 2 is the instrument panel, and E is the eye of the driver sitting in the driver's seat. A HUD (head-up display) 10 is installed inside the instrument panel 2. An opening 2a is formed on the top surface of the instrument panel 2 directly above the HUD 10.

The image from the HUD 10, i.e., the presented information, is projected onto the inner surface of the windshield 1 through the opening 2a, and this projection area is indicated by the reference numeral 11. When the driver (eye E) looks ahead through the projection area 11, the image from the HUD 10 is visually recognized in the form of a virtual image 20 displayed in front of the windshield 1.

The information presented to the driver as a virtual image 20 by the HUD 10 may, for example, include the vehicle speed, the ACC (Auto Cruise Control) speed setting, warnings to alert the driver to the presence of other vehicles approaching from the left or right side of the vehicle, various information about the road currently being traveled (e.g., speed limit), turning directions and the distance thereto in the navigation system, etc. The HUD 10 can change the vertical and longitudinal positions of the virtual image 20, for example, by adjusting the projection focal length or the angle of the reflecting mirror. The HUD 10 can also change the luminance (brightness), size, color, pattern, etc. of the virtual image 20.

The distance from the driver (the driver's eye E) to the virtual image 20 is set to a reference distance of approximately 2.5 m. In this embodiment, this reference distance is set to a distance that minimizes the time it takes for the virtual image 20 to come into focus when the driver gazes at the virtual image 20 from a state where the driver is looking into the distance in the often-used medium vehicle speed range, and also minimizes the time it takes for the virtual image 20 to come into focus when the driver gazes at the distance from a state where the driver is looking at the virtual image 20. In this embodiment, the display mode of the virtual image 20 is changed according to the vehicle speed by changing (correcting) the reference distance.

Figure 2 shows the relationship between the distance between the left and right eyeballs and the focal length. When you change from looking at an object at distance L2 to looking at an object at closer distance L1, your eyes will cross, the distance between the left and right eyeballs will become smaller in a planar view, and the focal length will become smaller. At this time, the horizontal convergence angle, which is the angle between the line of sight and the focal positions of the left and right eyeballs, will change to a larger angle. Conversely, when you look at an object at distance L3, which is farther than distance L2, your eyes will spread apart, the distance between the left and right eyeballs will become larger in a planar view, and the focal length will become larger. At this time, the horizontal convergence angle, which is the angle between the line of sight and the focal positions of the left and right eyeballs, will change to a smaller angle.

Figure 3 shows eye rotation. Inward rotation is when the left and right eyeballs rotate from the ears to the nose when looking straight ahead. Outward rotation is when the left and right eyeballs rotate from the nose to the ears when looking straight ahead. This rotational movement (rotatory convergence) affects the inclination of the peripheral perception axis, primarily affecting the degree of blurring around the point of gaze, but also has a significant impact on the sense of depth.

Now consider the case where the driver is gazing at a virtual image 20 as stationary presented information through the front windshield 1. When the vehicle is stopped, the driver is gazing at the virtual image 20 as a still image. On the other hand, when the vehicle is moving, an optical flow occurs in which the scenery ahead flows backward. This optical flow also occurs around the virtual image 20, so the driver is gazing at the virtual image 20 as a moving image.

The optical flow stimulates the driver's vision, and the driver's eye state changes to a state different from the state when the driver is looking at a still image. FIG. 4 shows data indicating that the horizontal convergence angle changes according to the vehicle speed. FIG. 5 shows data indicating that rotation occurs according to the vehicle speed. Each data was acquired for a plurality of subjects at a plurality of vehicle speed ranges between 0 and 180 km/k using a simulation device. The simulation was performed as follows. First, a forward view and a virtual image corresponding to the virtual image 20 are displayed on a display in a simulated manner. The head of the subject, who is seated facing the display, is fixed with a fixture. In this state, the subject is made to gaze at the virtual image. A flow of the forward view corresponding to a plurality of vehicle speed ranges, that is, an optical flow, is generated, and the eye state of the subject's vehicle at this time is photographed with an eye camera to acquire the above data. Of course, when the vehicle speed is 0, the forward view does not change, and it is assumed that no optical flow occurs.

In Figure 4, the horizontal convergence angle in a certain specified vehicle speed range is set to a reference value of 0. In low-speed areas slower than the specified vehicle speed range, the horizontal convergence angle becomes positive (larger) than the reference value of 0, indicating that the focal length has changed toward the front. Also, in high-speed areas faster than the specified vehicle speed range, the horizontal convergence angle becomes negative (smaller), indicating that the focal length has changed toward the rear.

In Figure 5, the rotation angle in the above-mentioned specified vehicle speed range is set to a reference value of 0. In low-speed areas slower than the above-mentioned specified vehicle speed range, the rotation angle is more inward than the reference value 0, and the focal length changes to a closer position as described below. Also, in high-speed areas faster than the above-mentioned specified vehicle speed range, the rotation angle is more outward than the reference value, and the focal length changes to a farther position as described below.

Changes in the horizontal convergence angle have a major impact primarily on the sense of distance (depth) in central perception, and also have a significant impact on the blurring of peripheral perception. Changes in the angle of rotation primarily affect the blurring of peripheral perception, and also have a significant impact on the sense of distance.

6 and 7 are diagrams illustrating an example of a horopter plane H1 with a virtual image 20 positioned at the center when the vehicle is stopped. The horopter plane H1 is a plane that is perceived to be equidistant from the gaze point, and as is known, it is positioned further forward as it moves upward, but curves backward (toward the driver) as it moves away from the left and right. The inclination of the horopter plane H1 changes due to the rotational motion caused by the visual stimulation due to the optical flow described above. Specifically, when the vehicle is traveling at a low speed, the upper part of the horopter plane H1 moves toward the near side (closer to the driver). Also, when the vehicle is traveling at a high speed, the upper part of the horopter plane H1 moves toward the far side (away from the driver).

Figures 8 and 9 show the effect of internal rotation and external rotation on the horopter plane, i.e., the effect on focal length. In Figure 8, the solid line shows the horopter plane without rotation, the dashed line shows the horopter plane when internal rotation occurs, and the dashed line shows the horopter plane when external rotation occurs, all in side view.

As shown in Figure 8, when external rotation occurs, the degree of front elevation of the horopter surface increases compared to when there is no rotation, with the upper part of the horopter surface (above the gaze point) moving forward and the lower part of the horopter surface (below the gaze point) moving slightly forward. Conversely, when internal rotation occurs, compared to when there is no rotation, the upper part of the horopter surface (above the gaze point) moving forward and the lower part of the horopter surface (below the gaze point) moving slightly away.

On the other hand, in Figure 9, which shows the horopter plane in a horizontal view, the horopter plane hardly changes in the front-to-back direction with no rotation, internal rotation, and external rotation.

As is clear from the above explanation, the visual stimulation caused by optical flow causes the eyeball to rotate inward when driving at low speeds, making it easier to perceive close-up surfaces and reducing the amount of peripheral blur. Conversely, when driving at high speeds, the eyeball rotates outward, making it easier to perceive distant surfaces and reducing the amount of peripheral blur.

In this way, if we take into account both the rotation of the eyeball and the change in horizontal convergence angle that occurs as a result of visual stimuli caused by optical flow, the near-distance surface is easier to perceive and results in less peripheral blur when driving at low speeds. On the other hand, the far-distance surface is easier to perceive and results in less peripheral blur when driving at high speeds.

From the above, by positioning the display position of the virtual image 20 closer (toward the rear of the vehicle) when driving at low speeds and closer to the distant side (toward the front of the vehicle) when driving at high speeds, the driver can easily perceive the virtual image 20 clearly. This means that when changing from a state of looking at something far away to a state of gazing at the virtual image 20, it only takes a short time for the virtual image 20 to come into focus, which is extremely favorable for allowing the driver to clearly and promptly recognize the presented information presented by the virtual image 20. In particular, when the amount of presented information increases, the display range (area range) of the virtual image 20 becomes quite large, but by changing the longitudinal distance at which the virtual image 20 is displayed according to the vehicle speed as described above, it becomes possible to clearly and promptly perceive the entire display range even if it is large.

Figure 10 shows a situation where the fixation point is viewed in a still image state not affected by optical flow, and a situation where the fixation point is viewed in a video state affected by optical flow generated by high-speed driving, side by side. The longitudinal distance from the eyeball to the fixation point is the same distance LA when viewing a still image and when viewing a video. However, when viewing a video, the eye is gazed at a virtual fixation point at a convergence distance LB that is farther away than the distance LA. In other words, the difference between the convergence distance LB to the virtual fixation point and the longitudinal distance LA is the change in distance due to the change in focal length. Therefore, by changing (moving) the display position of the virtual image 20 in the longitudinal direction according to the change in distance and displaying the virtual image 20 at the position of the virtual fixation point, it is possible to perceive the virtual image 20 clearly and responsively regardless of the difference in vehicle speed.

The interpupillary distance between the two eyes when gazing at a still image and when gazing at a moving image is the same, 2d. Furthermore, the horizontal convergence angle when gazing at a still image is indicated by 2θA, and the horizontal convergence angle when gazing at a moving image is indicated by 2θB.

The relationship between the horizontal convergence angle 2θA and the front-to-back distance LA when gazing at a still image is shown in the following formula (1). Similarly, the relationship between the horizontal convergence angle 2θB and the front-to-back distance LB when gazing at a moving image is shown in the following formula (2). Formula (3) can then be derived from formulas (1) and (2).

tanθA=d/LA...(1)
tanθB=d/LB...(2)
LB=LA・tanθA/tanθB...(3)

When changing the display position of the virtual image 20 in the longitudinal direction according to the vehicle speed, it is preferable to divide the vehicle speed into a number of vehicle speed ranges and change the display position in stages. For example, the vehicle speed can be divided into three vehicle speed ranges, a low vehicle speed range slower than the reference vehicle speed range and a high vehicle speed range faster than the reference vehicle speed range, and the display position can be changed. More specifically, the display position of the virtual image 20 in the longitudinal direction can be set to a reference distance from the eyes of a driver of a standard build in the reference vehicle speed range, for example, to "reference distance - α" (α>0) in the low vehicle speed range, and to "reference distance + β" (β>0) in the high vehicle speed range. Of course, the number of vehicle speed ranges is not limited to three, and can be two or four or more, but it is preferable to change it in a range of three to five stages.

The display position of the virtual image 20 in the forward/backward direction can be further optimized according to the difference in the visual characteristics of each driver (i.e., the difference in the degree of influence of the optical flow) and the difference in the position of the driver's eyes when seated in the driver's seat. That is, the distance LB to the virtual gaze point shown in FIG. 10 can be obtained from the above formula (2) if the distance 2d between the pupils of both eyes and the horizontal convergence angle 2θB are known. Then, using an in-vehicle camera that captures the vicinity of the driver's eyes, the distance 2d is measured every time the driver gazes at the virtual image 20, and the horizontal convergence angle 2θB is calculated by measuring the line of sight of the pupils of both eyes, and the convergence distance LB can be calculated (estimated). By determining the distance LB to the virtual gaze point in advance (database) according to the difference in vehicle speed for each driver while driving, the display position of the virtual image 20 in the forward/backward direction that is preferable for each driver according to the vehicle speed can be set. By updating the database based on the latest information, it can be made to follow the changes in the visual characteristics of the driver and the changes in the seating posture.

Figure 11 shows an example of a control system for controlling the change of the display position of the virtual image 20 in the forward/rearward direction. In the figure, U is a controller configured using a microcomputer. This controller U receives a signal from a vehicle speed sensor 30 that detects the vehicle speed, and an image signal from a camera that captures the driver's eyeball and its vicinity. The controller U also controls the HUD 10.

The controller U has an image generating unit 41 and a line of sight calculation unit 42. The image generating unit 41 determines the presentation information to be presented to the driver based on various signals (not shown) and outputs it to the HUD 10. The HUD 10 displays the presentation information received from the controller U as a virtual image 20. As described above with reference to FIG. 10, the line of sight calculation unit 42 is for determining the convergence distance LB according to the vehicle speed for each driver and for determining (estimating) the horizontal convergence angle 2θB based on the line of sight of the pupils of both eyes. The distance 2d between the pupils of both eyes is measured and stored in advance when the driver gazes at the virtual image 20 at the reference distance when the vehicle is stopped, but the distance 2d between the pupils may be detected each time the line of sight direction is detected.

An example of the control performed by the controller U will be described with reference to the flowcharts in Figures 1 and 13. In the following explanation, Q indicates a step.

First, in Q1 of FIG. 12, the vehicle speed V is read. Next, in Q2, it is determined whether the vehicle speed V is within a predetermined vehicle speed range between predetermined vehicle speeds VA and VB (VA<VB). If the determination in Q2 is YES, in Q3, the longitudinal distance LT of the virtual image 20 is set to the reference distance LB. After this, in Q4, the virtual image 20 is displayed at the position of the distance LT.

If the answer to the question Q2 is NO, then in Q5 it is determined whether the vehicle speed V is in the low vehicle speed range below VA. If the answer to the question Q5 is YES, then in Q6 the adjustment distance (correction distance) is determined as "-△LS" (△LS>0). Then in Q7 the adjustment distance -△LS is added to the reference distance LB to calculate the longitudinal distance LT of the virtual image 20. Then the process moves to Q4. The process from Q5 to Q7 adjusts the longitudinal display position of the virtual image 20 in a direction that is shorter than the reference distance (in a direction closer to the driver).

If the answer to the question Q5 is NO, the vehicle is in the high vehicle speed range, where the vehicle speed V is higher than VB. In this case, the adjustment distance is determined to be "ΔLH" (ΔLH>0) in Q8. Then, in Q9, the adjustment distance ΔLH is added to the reference distance LB to calculate the longitudinal distance LT of the virtual image 20. Then, the process moves to Q4. The process from Q5 to Q9 adjusts the longitudinal display position of the virtual image 20 in a direction longer than the reference distance (away from the driver).

Figure 13 shows an example of control for determining the optimal display position of the virtual image 20 for each driver according to the vehicle speed, and is a process for determining the adjustment distances "-△LS" and "△LH" in Figure 12. That is, in Q21, it is determined whether the driver is gazing at the virtual image 20. If the determination in Q21 is NO, the process is returned as is. Note that it is preferable to determine in Q21 whether the driver is in the initial stage of starting to gaze at the virtual image 20.

If the answer to Q21 is YES, then in Q22, the vehicle speed V is read. Next, in Q23, the horizontal convergence angle θX (corresponding to 2θB in FIG. 10) is determined (estimated) based on the gaze direction of both eyes detected by the in-vehicle camera 312. After this, in Q24, the gaze distance LX (corresponding to the convergence distance LB in FIG. 10) is determined from the horizontal convergence angle θX. After this, in Q25, the adjustment distance ΔLX is calculated by subtracting the reference distance LB from the gaze distance LX.

After Q25, in Q26, the adjustment distance ΔLX is stored in association with the vehicle speed (vehicle speed range).

After Q26, in Q27, it is determined whether the number of stored adjustment distances ΔLX according to the vehicle speed is equal to or greater than a predetermined number (e.g., 5). If the determination in Q27 is NO, it is determined that the number of data is insufficient, and the process returns to Q21.

When the answer in FIG. 27 is YES, in Q28, the adjustment distances ΔLS and ΔLH used in FIG. 12 according to the vehicle speed (vehicle speed range) are determined based on the adjustment distance ΔLX (for example, determined as the arithmetic mean value of a predetermined number of adjustment distances ΔLX). Note that when the adjustment distance ΔLX is a negative value, ΔLS is determined as a negative value (determined as "-ΔLS" in FIG. 12), and when the adjustment distance LX is positive, the adjustment distance ΔLH is determined as a positive value.

Although different from the example of FIG. 13, a predetermined number or more of the gaze distances LX indicated by Q24 may be accumulated for each of a number of vehicle speed ranges, and the arithmetic mean value may be determined as the longitudinal display position (longitudinal distance) of the virtual image 20 for each vehicle speed range. In this case, the reference distance LB may be used as an initial value until the longitudinal display position of the virtual image 20 is finally determined.

Note that it is preferable to change the display position of the virtual image 20 in the forward/rearward direction when the driver is not looking at the virtual image 20 (for example, when the driver is looking at something several tens of meters away or when the driver is looking at the side mirror, etc.) in order to prevent the driver from feeling uncomfortable due to the change in display position.

Although the embodiment has been described above, the present invention is not limited to the embodiment, and appropriate modifications are possible within the scope of the claims. As a change in the display mode of the virtual image 20 as presented information according to the vehicle speed, instead of or in addition to changing the display position in the forward/backward direction, the virtual image 20 can be changed to a more conspicuous direction, for example, by making the display larger, increasing the luminance (brightness) of the display, coloring, changing the pattern, etc. In particular, when the forward/backward position of the virtual image 20 is not changed, the virtual image 20 can be changed to a display mode that is more conspicuous than that in the predetermined vehicle speed range, both at low vehicle speeds where the vehicle speed is outside the predetermined vehicle speed range and at high vehicle speeds. As a result, even if the focus on the virtual image 20 shifts in the forward/backward direction due to the influence of the optical flow, the virtual image 20 is changed to a conspicuous display, so that the driver can clearly and responsively perceive the virtual image 20 and its surroundings. Of course, the object of the present invention is not limited to what is clearly stated, but also implicitly includes providing something that is substantially preferable or expressed as an advantage.

The present invention is a preferred technology for displaying presented information using a head-up display.

1: Windshield 2: Instrument panel 2a: Opening 10: Head-up display 11: Projection position (windshield position)
20: Virtual image (displayed information)
U: Controller (control means)
30: Vehicle speed sensor 31: In-vehicle camera 41: Image generator 42: Line-of-sight calculator

Claims (6)

A display method for projecting information to be presented to a driver onto a front windshield, comprising:
Detecting a vehicle speed;
detecting an eye state of the driver when the driver gazes at the presented information;
estimating a gaze distance when the driver is gazing at the presented information based on the detected eye state of the driver;
a step of changing a front -rear position at which the presentation information is displayed so that the presentation information is displayed at a more forward position when the vehicle speed is high than when the vehicle speed is low, based on a relationship between the estimated gaze distance of the driver and the detected vehicle speed, so that the driver can easily perceive the presentation information;
A display method comprising: In claim 1 ,
A display method, comprising: dividing a vehicle speed into a plurality of ranges; and varying a position in the front-rear direction at which the presented information is displayed for each of the plurality of ranges. In claim 1 or 2 ,
When the vehicle speed is within a predetermined vehicle speed range, the presentation information is displayed in a standard display mode.
When the vehicle speed is outside the predetermined vehicle speed range, the display manner is changed so that the presentation information is displayed more conspicuously than in the standard display manner.
A display method comprising: A head-up display (HUD) that projects information to the driver on the front windshield;
A vehicle speed detection means for detecting a vehicle speed;
eye state detection means for detecting an eye state of the driver when the driver gazes at the presented information;
an estimation means for estimating a gaze distance when the driver is gazing at the presented information based on the eye state of the driver detected by the eye state detection means;
a control means for controlling the HUD based on a relationship between the estimated gaze distance of the driver and the detected vehicle speed , and changing a display position of the presentation information so that the presentation information is displayed at a more forward position when the vehicle speed is high than when the vehicle speed is low , so that the driver can easily perceive the presentation information;
A display device comprising: In claim 4 ,
The display device, wherein the control means divides vehicle speed into a plurality of ranges and controls the position at which the presented information is displayed to differ in the forward/rearward direction for each of the plurality of ranges. In claim 4 ,
The display device is characterized in that the control means controls the display of the presented information to be in a standard display mode when the vehicle speed is within a predetermined vehicle speed range, and controls the displayed information to be more noticeable compared to the standard display mode when the vehicle speed is outside the predetermined vehicle speed range.

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