JP7673922B2 - Equipment etc. - Google Patents

Description

The present invention relates to a system that assists vehicle driving by providing information on various traffic monitoring activities such as traffic enforcement and checkpoints.

Conventionally, in-vehicle devices such as radar detectors that warn the driver when they receive speed enforcement radar waves have been realized as systems to assist in vehicle driving. Some of these in-vehicle devices have a GPS function for locating the current position of the vehicle and a database of GPS targets such as installation points of speed enforcement systems, and detect the approach of specific GPS targets and notify the driver (see, for example, Patent Document 1). Such in-vehicle devices can prevent the driver from unwittingly driving too fast by notifying the driver of the approach to a location where traffic monitoring activities are being carried out.

GPS targets that an in-vehicle device configured as described above will report the approach of include permanent points such as speed enforcement system installation points and police stations, as well as temporary points where traffic monitoring activities such as speed enforcement by mobile speed cameras and drunk driving checkpoints are frequently carried out. By reporting the approach of various GPS targets, the in-vehicle device aims to raise the driver's awareness of safe driving.

In particular, vehicle speed measuring devices used for speed enforcement are often installed at dangerous points where excessive speeding is easily induced. Notification of approach to such points is extremely effective in raising the driver's awareness of safe driving before danger occurs and in avoiding danger before it occurs. In-vehicle devices such as radar detectors are extremely useful in motivating drivers to drive safely, and are devices that contribute to ensuring road safety and support driving.

JP 2007-248180 A

However, the above-mentioned conventional in-vehicle devices have the following problems. That is, while there are users who want to be presented with a lot of information, such as the type of traffic monitoring activity that is the subject of the warning, the location where it is being carried out, and the distance to the point of carrying out the activity, there are also quite a few users who find the warning difficult to understand because the amount of information presented is too much.

The present invention was made in consideration of the above-mentioned problems in the past, and aims to provide a system that can easily notify monitoring information related to traffic monitoring activities.

A first aspect of the present invention is a system for reporting monitoring information regarding traffic monitoring activities, comprising:
A plurality of displays having screens;
The system includes a control means for acquiring monitoring information related to traffic monitoring activities and for executing control for displaying the monitoring information on the screen of at least one of the displays.

The second aspect of the present invention is a program for causing a computer to realize the functions of the system of the first aspect.

The system of the present invention is equipped with multiple displays for displaying monitoring information related to traffic monitoring activities. By using multiple displays to display monitoring information, the amount of information displayed per display can be reduced, making it possible to notify monitoring information in an easy-to-understand manner.

The number of displays included in the system according to the present invention may be two, or may be three or more.
The system according to the present invention may be used, for example, for in-vehicle applications, and may also be used for non-in-vehicle applications.
The control means provided in a system of a preferred embodiment of the present invention is capable of executing control to display monitoring location information indicating the location where traffic monitoring activity is carried out on one of the displays, and to display monitoring type information indicating the type of traffic monitoring activity on another display.
In this case, by separating the display device that displays the monitoring location information from the display device that displays the monitoring type information, each piece of information can be displayed in an easy-to-understand manner. For example, when plotting and displaying the implementation points on a scope surface that imitates a map or a radar scope, the size of the map or scope surface is very important for understanding the monitoring location information. Since it is no longer necessary to display the monitoring type information by overlaying it on the map or scope surface, or to narrow the map or scope surface to secure space to display the monitoring type information, the monitoring location information can be displayed in an easy-to-understand manner.

The control means of the system according to a preferred embodiment of the present invention displays a scope surface representing a predetermined area around the vehicle on any one of the displays, and plots and displays icons representing implementation points of traffic monitoring activities on the scope surface;
It is possible to execute control to display on any one of the other displays text information indicating the type of traffic monitoring activity related to the icon plotted on the scope surface.
In this case, the positional relationship between the vehicle and the implementation point can be clearly displayed using any one of the above-mentioned displays. Furthermore, by displaying the text information on any of the other displays, the type of traffic monitoring activity can be displayed very clearly.

The multiple displays provided in the system of a preferred embodiment of the present invention are capable of displaying a predetermined standby screen when the monitoring information is not being notified, and the standby screen can be selectively set for each display.
If a standby screen can be set for each display, the number of combinations of standby screens that can be displayed will be very large. For example, if 10 types of standby screens can be set for each of the two displays, 10 x 10 = 100 combinations will be possible. If there are multiple displays, multiple types of standby screens can be displayed in parallel, and the types of information that can be presented will increase. For example, if a standby screen that displays the time and a standby screen that displays the vehicle speed are set, a standby state in which the time and vehicle speed can be known at a glance can be realized.

A preferred embodiment of the system of the present invention is provided with at least two setting modes with different numbers of selectable display screen types as setting modes for selectively setting the types of display screens to be displayed on the multiple displays, and includes an operating means for selecting one of the setting modes.

In a system with multiple displays, users have a great deal of freedom in settings. Users who enjoy mastering such a system can make in-depth, highly advanced settings. On the other hand, users who place more importance on basic functionality than mastering the system may find it difficult to master due to the high degree of freedom in settings. Therefore, by providing multiple setting modes with differing degrees of freedom in settings as described above, users can select the degree of freedom in settings according to their preferences, and a wide range of user needs can be met, from heavy users to general users.

The setting modes in the system of a preferred embodiment of the present invention include a setting mode in which the type of display screen to be displayed on the multiple display devices can be selectively set, as well as a simple setting mode in which the type of display screen to be displayed on the multiple display devices is predefined and the type of display screen cannot be changed.
If the easy setting mode is available, you can use the basic functions immediately after purchase, making it a relatively easy-to-install, user-friendly system. Later, when you need to master more in-depth usage, you can select the setting mode that allows for more detailed settings.

In a preferred embodiment of the system of the present invention, a gap is provided between at least any two of the multiple displays that are arranged adjacent to each other, and a detection sensor that detects a human body approaching is disposed in the gap.
A detection sensor disposed between adjacent displays is suitable for detecting, for example, hand-waving operations over a screen. When only one display is provided, it is very difficult to place a detection sensor in the middle of the screen, and it is difficult to realize an operation feeling like waving a hand over the screen. Even when there are multiple displays, adjacent screens are easily recognized as if they were a single screen. By disposing a detection sensor in the gap, it is possible to realize an operation feeling like waving a hand over the screen.

A system according to a preferred embodiment of the present invention includes an operation unit having a lighting means for lighting an operation area,
The control means is capable of executing control to switch the operation area to an illuminated state in response to detection of a human body by the detection sensor.
In this case, a novel operational feeling can be realized, in which the system can be started by waving a hand, etc. The operational fun of operating with hand power can be realized.

A system according to a preferred embodiment of the present invention includes an operation unit having a lighting means for lighting an operation area,
The control means is capable of executing blinking control for the operation area, which alternates between a lit state and an unlit state or a dimmed state.
By executing the blinking control, it is possible to highlight a specific operation area. Furthermore, for example, the period of the blinking control may be changed. For example, the period may be made faster to express information that the situation is urgent. For example, it is possible to execute the blinking control for a plurality of operation areas and change the phase of the blinking control to realize control in which light moves between the plurality of operation areas. In this case, a two-dimensional movement of moving light is generated, which can create visual enjoyment.

The control means included in the system according to a preferred embodiment of the present invention obtains a degree of notification necessity for the monitoring information, and changes a cycle for blinking the operation area according to the degree of notification necessity.
For example, by making the cycle faster as the degree of necessity for notification increases, it is possible to intuitively convey that the situation requires urgency, making it possible to present information that is easy to understand at a glance.

In a preferred embodiment of the system of the present invention, an operation unit having a lighting means for lighting an operation area is provided on both the left and right sides of an area in which the screens of the plurality of displays are arranged,
The control means can execute control to notify the direction of the location where traffic monitoring activities are to be carried out by lighting up the operation area of one of the operation units disposed on both the left and right sides.

In this case, the direction of the implementation location can be notified using the operation unit. Notifying the direction by lighting up the operation unit is an extremely simple notification method, and can be a notification that the user can intuitively understand at a glance. Furthermore, if the operation unit can be used to notify the direction of the implementation location, there is no need to display the direction on the display unit, for example. This makes it possible to reduce the amount of information shown on the display unit, and the display on the display unit can be configured to be even easier to understand.

In a system according to a preferred aspect of the present invention, at least one of the plurality of displays has a screen whose normal direction has an angle different from that of the other displays.
In the case where there is only one display, even if the screen size can be enlarged by changing the display, it is difficult to set multiple types of screen orientations (normal directions). In the case where multiple display devices are provided as in the system according to the present invention, a configuration in which the screen orientations are different can be relatively easily realized. For example, it is also possible to provide displays on multiple faces of a dice-shaped case and have each display display different information. In this case, it is possible to switch the display information visible to the user by changing the orientation of the dice-shaped case.

In a system according to a preferred aspect of the present invention, the screen of at least one of the plurality of displays is substantially parallel to the screens of the other displays but is not flush with them and is positioned at a different position in the depth direction.
In this case, the display can have a sense of depth. While the information that can be displayed on a screen is flat, two-dimensional information, by using multiple displays at different depth positions, it is possible to give the displayed information a sense of depth. For example, it is possible to control the display so that important information is displayed on the display in the foreground, and less important information is displayed on the display in the background. In this case, the user can intuitively recognize important information.

FIG. 2 is a front perspective view showing the radar detector according to the first embodiment. FIG. 2 is a rear perspective view showing the radar detector according to the first embodiment. FIG. 2 is a front view of the radar detector according to the first embodiment. FIG. 2 is a rear view of the radar detector according to the first embodiment. FIG. 2 is a top view of the radar detector according to the first embodiment. FIG. 2 is a bottom view of the radar detector according to the first embodiment. FIG. 2 is a side view of one side of the radar detector in the first embodiment. FIG. 4 is another side view of the radar detector according to the first embodiment. FIG. 2 is a perspective view of the front side of the radar detector according to the first embodiment. FIG. 2 is a perspective view of the rear side of the radar detector according to the first embodiment, viewed from the left. FIG. 2 is a perspective view of the rear side of the radar detector according to the first embodiment, viewed from the right. FIG. 2 is a perspective view showing a bracket in the first embodiment. FIG. 2 is a perspective view showing an OBD adapter according to the first embodiment. FIG. 2 is an explanatory diagram showing an assembly structure of the radar detector according to the first embodiment. FIG. 2 is a front view showing the touch screen sheet in the first embodiment. FIG. 2 is a front perspective view showing the front frame in the first embodiment. FIG. 4 is a rear perspective view showing the front frame in the first embodiment. FIG. 2 is a perspective view of the inside of the case as seen from the front side in the first embodiment. FIG. 4 is a perspective view showing a rib provided on a case in the first embodiment. FIG. 4 is a front view of a first substrate in the first embodiment. FIG. 2 is a front view of the radar detector before the touch screen sheet is attached in the first embodiment. FIG. 2 is a perspective view of the radar detector according to the first embodiment with the front frame virtually removed. 5A to 5C are explanatory diagrams showing a structure for accommodating a rib in a slit hole of a substrate in the first embodiment. FIG. 11 is a rear view of the front frame with the first substrate screwed in place in the first embodiment. FIG. 4 is a front view showing the back surface (case side surface) of the second substrate in the first embodiment. FIG. 4 is a perspective view showing a case that accommodates a second board in the first embodiment. 5A to 5C are explanatory diagrams showing a structure for accommodating a rib in a slit hole of a second substrate in the first embodiment. FIG. 2 is a block diagram showing the electrical configuration of the radar detector according to the first embodiment. FIG. 4 is an explanatory diagram for explaining a method for setting a standby screen in the first embodiment. FIG. 4 is a front view showing a radarscope screen in the first embodiment. FIG. 4 is a front view showing a clock screen in the first embodiment. FIG. 13 is a front view showing a speed screen in the first embodiment. FIG. 13 is a front view showing an eco-driving screen in the first embodiment. FIG. 13 is a front view showing an altitude screen in the first embodiment. FIG. 13 is a front view showing an air pressure screen in the first embodiment. FIG. 4 is a front view showing a positioning information screen in the first embodiment. FIG. 4 is a front view showing a satellite information screen in the first embodiment. FIG. 4 is a front view showing a display example of an OBD meter screen in the first embodiment. FIG. 4 is a front view showing an OBD fuel consumption information screen in the first embodiment. FIG. 4 is an explanatory diagram of status icons displayed on the screen in the first embodiment. FIG. 4 is an explanatory diagram showing a list of target icons in the first embodiment. FIG. 11 is an explanatory diagram illustrating a dual-screen warning screen in the first embodiment. FIG. 13 is an explanatory diagram illustrating a one-screen warning screen No. 1 in the first embodiment. FIG. 13 is an explanatory diagram illustrating a screen of a one-screen warning, part 2, in the first embodiment. FIG. 11 is an explanatory diagram illustrating a screen without a warning screen in the first embodiment. FIG. 4 is an explanatory diagram for explaining an alarm operation when a radar wave is received in the first embodiment. 6 is an explanatory diagram for explaining an increase in the tempo of an electronic sound (alarm sound) according to a reception level of a radar wave in the first embodiment. FIG. FIG. 11 is an explanatory diagram for explaining an alarm operation when a target approaches in the first embodiment. FIG. 4 is an explanatory diagram for explaining a left/right direction discrimination voice in the first embodiment. FIG. 4 is an explanatory diagram of a first warning voice list in the first embodiment. FIG. 11 is an explanatory diagram of a second warning voice list in the first embodiment. FIG. 11 is an explanatory diagram of a third warning voice list in the first embodiment. FIG. 11 is an explanatory diagram of a fourth warning voice list in the first embodiment. FIG. 4 is an explanatory diagram of a setting menu in the first embodiment. FIG. 4 is an explanatory diagram of an easy mode setting in the first embodiment. FIG. 4 is an explanatory diagram of a method for changing an alarm mode in the first embodiment. 5A to 5C are diagrams illustrating the contents of each warning mode in the first embodiment. FIG. 4 is an explanatory diagram of an alarm setting in the first embodiment. FIG. 4 is an explanatory diagram of a screen and LED setting in the first embodiment. FIG. 4 is an explanatory diagram for explaining the operation of an LED in the first embodiment. FIG. 4 is an explanatory diagram of audio settings in the first embodiment. 5 is an explanatory diagram of an audio output (alarm voice) in the first embodiment. FIG. An explanatory diagram of the distance-linked speed camera sonar sound specifications in Example 1. FIG. 4 is an explanatory diagram of a system setting in the first embodiment. FIG. 4 is an explanatory diagram of OBD settings in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment. FIG. 13 is a diagram showing another radar detector in the first embodiment.

The embodiment of the present invention will be specifically described using the following examples.
Example 1
This example is one aspect of the system, and is an example of a radar detector (device) 1 whose main function is to issue warnings regarding traffic enforcement. This radar detector 1 is a device suitable for use in a vehicle. This radar detector 1 notifies various information that is useful when driving a vehicle, including monitoring information related to traffic monitoring activities such as speed enforcement. The contents will be described in the following order with reference to Figures 1 to 65.

1. Shape 2. Structure 3. Electrical configuration 4. Basic operation 5. Standby screen 6. Warning screen 7. Alarm operation 8. Various settings

■ 1. Shape ■
As shown in Figures 1 to 12, the radar detector 1 of this example has a horizontally long and wide case body (housing) 2, and is installed on the dashboard of a vehicle or the like via a bracket 28 (Figures 9 to 12). This radar detector 1 can also be installed behind a sun visor or a rearview mirror, etc., by changing the bracket 28. The radar detector 1 can also be used with the bracket 28 removed. When the bracket 28 is removed, it is also possible to directly install the radar detector on the dashboard or the like by utilizing the adhesive power of double-sided tape or the like affixed to the bottom surface of the case body 2.

The front (front face) of the radar detector 1 is formed with a screen area 15A (Fig. 1) in which two 1.8-inch color screens 15L, R are arranged side-by-side in the left-right direction (horizontal direction). Above and below the border between the left and right screens 15L, R, label areas 210 on which the model number and model name of the radar detector 1 are printed are provided so as to encroach on the screen area 15A. On both sides of the screen area 15A as a display area, operation buttons (operation means) 24 forming an operation area (predetermined area) are arranged. On the outer right side of the right screen 15R as seen from the driver's side, volume adjustment buttons ▲ button 242, ▼ button 244 and MUTE button 248 are arranged. On the outer left side of the left screen 15L, a MEMO button 241 and a VIEW button 243 are arranged.

On the right side of the case body 2 when viewed from the driver's side, there is a card insertion port 251 for inserting a memory card 171 (Fig. 28) such as an SD card, which is a removable recording medium. On the lower back of the case body 2, there are a USB connector 252, a power switch 253, a mounting portion 258 for the bracket 28, etc. The USB connector 252 is connected to a cigarette plug cord extending from the cigarette lighter socket of the vehicle, an OBD adapter (Fig. 13), a USB cable, etc. The radar detector 1 operates by receiving power via a cord connected to the USB connector 252.

The OBD adapter in Figure 13 is a communication cable that connects to an OBD connector installed on the vehicle side in accordance with the OBD (On-board Diagnostics)-II (II is the Roman numeral "2"; hereafter referred to as "OBD") standard, which is a vehicle inspection standard. This OBD connector, also known as a fault diagnosis connector, is electrically extended from the vehicle ECU (not shown) and is capable of outputting various vehicle information. A connector that can be detachably attached to the vehicle's OBD connector is attached to the tip of the OBD adapter on the vehicle side.

■ 2. Structure ■
14, the radar detector 1 is configured by attaching a touch screen sheet 151 to the front surface of the front side of the case body 2 that houses the first and second circuit boards 31, 32. The case body 2 has a two-part structure combining a front frame 21 on the front side and a case 22 on the rear side.

The touchscreen sheet 151 in Figs. 14 and 15 is a horizontally long sheet that is disposed over nearly the entire width of the case body 2 in the left-right direction. In the middle part of the touchscreen sheet 151 (Fig. 15) in the left-right direction, a constricted shape 151D that protrudes downward or upward from the outer periphery toward the inner periphery is provided, forming a narrow portion that is narrow in the up-down direction. The touchscreen sheet 151 with this narrow portion has an overall shape resembling glasses.

In the touch screen sheet 151, touch areas (detection areas) 151S are formed in two vertical rows on the left and right sides of the screens 15L and 15R, respectively. Note that, instead of the configuration of this example, a touch area may also be provided in the middle of the two left and right rows of touch areas 151S. By providing three rows of touch areas on the screen 15 in this way, it becomes possible to detect touch operations in which the touch position moves from the right touch area to the left side via the center, enabling so-called flick operations.

At both ends of the touch screen sheet 151, watermarks 151V such as letters like MEMO or triangular shapes (▲ or ▼) are provided at positions corresponding to each operation button 24 (Fig. 1). The watermarks 151V on the touch screen sheet 151 allow the light of the white LEDs (illumination means) 137 housed inside to pass through, making it possible to clearly indicate the operation areas of the operation buttons 24.

The front frame 21 in Figs. 16 and 17 has a shape similar to a frame body with an opening 218. The opening 218 is an opening for arranging two liquid crystal displays (displays) 152L, R mounted on the first board 31. Through holes 29 are drilled in the frame portion of the front frame 21 at positions corresponding to each operation button 24. Note that the through hole 29 on the left side as viewed from the front side is missing one side surface in the circumferential direction, making it an incomplete hole that communicates with the opening 218.

A shallow recess 210A that matches the sheet shape of the touch panel 151 is formed on the outer surface that faces the front. The bottom surface of this shallow recess 210A is approximately flush with the surfaces of the liquid crystal displays 152L, R when assembled. The touch screen sheet 151 is attached to the recess 210A in a state where it fits along the surfaces of the liquid crystal displays 152L, R.

At the top and bottom of the front of the front frame 21, label areas 210 are formed that protrude from the outer periphery toward the opening 218. The upper label area 210 is formed to protrude downward in the vertical direction, and the lower label area 210 is formed to protrude upward in the vertical direction. Each label area 210 is formed to be raised higher than the bottom surface of the recessed portion 210A by the thickness of the touch screen sheet 151. In the assembled state where the touch screen sheet 151 is attached to the front frame 21, the combination of the label areas 210 protruding from the vertical direction and the glossy touch screen sheet 151 forms a front appearance like glasses.

The label area 210 of the front frame 21 matches the narrowed shape 151D (Fig. 15) of the touch panel 151 described above, and serves as a positioning shape when attaching the touch screen sheet 151. In the radar detector 1 of this example, the positioning shape is located in the middle part in the left-right direction of the case body 2, so there is no need to start attaching the touch screen sheet 151 from either the left or right end. For example, it is possible to start attaching it from either the top or bottom.

If there is a misalignment in the angle of the touchscreen sheet 151 when starting to attach the touchscreen sheet 151 from either the left or right end, the misalignment will increase as it moves toward the opposite end, and there is a risk of a very large misalignment occurring at the end of attachment. On the other hand, if the positioning shape is provided in the middle part in the left-right direction, it is possible to start attaching the touchscreen sheet 151 from, for example, the middle part in the left-right direction and continue attaching it to both the left and right sides.

If you start attaching the touch screen sheet 151 to both the left and right sides from around the middle, the distance from the start to the end of attachment will be roughly half, so any misalignment that occurs at the left and right ends will be small. It is also possible to start attaching the touch screen sheet 151 in the vertical direction from either the top or bottom side, for example. Since the width of the touch screen sheet 151 in the vertical direction is narrow, for example, even if there is some angular misalignment when attachment is started from the top, there is little risk of a large misalignment occurring at the bottom.

On the back side of the front frame 21 (see FIG. 17), screw posts 213 are erected at the four corners, and screw holes 211 are drilled in two places, one above the other. A seat that abuts against the first board 31 is formed on the outer periphery of the screw holes 211. A cylindrical portion is extended from the through holes 29 corresponding to each operation button 24, and its end face is flush with the seat of the screw hole 211 so that it can abut against the first board 31.

A seat 213A is provided on the outer periphery of the screw support 213, extending linearly in the radial direction. This seat 213A is formed at a circumferential position that corresponds to the outer periphery of the front frame 21 in the up-down direction, and at a circumferential position that corresponds to the outer periphery of the front frame 21 in the left-right direction. For example, the lower right screw support 213 (see FIG. 17) when looking at the front frame 21 from the back side has a seat 213A that extends downward and a seat 213A that extends to the right. This seat 213A is formed to be lower in height than the screw support 213, and this difference in height is approximately the same as the thickness of the second substrate 32 (slightly smaller than the thickness of the substrate 32).

The case 22 in FIG. 18 is a bottomed member that is screwed to the front frame 21. The bottom surface of the case 22 is provided with a switch hole 253H, a USB connector hole 252H, etc. Support posts 221 with through holes are provided at the four corners on the inside of the case 22.

The end face of the support 221 forms a seat that abuts against the second board 32. In addition, each hole, such as the speaker hole 254, the switch hole 253H, the USB connector hole 252H, etc., is provided with a cylindrical portion and a seat (hereinafter referred to as the cylindrical portion, etc.). Furthermore, a seat 226 is also provided on the upper inside of the case 22. The support 221, the cylindrical portion, etc., and the seat 226 are formed at the same height so as to be approximately flush. In the assembled state, the support 221, the cylindrical portion, etc., and the seat 226 abut against the second board 32.

On the top, bottom, left and right inner peripheral side of the case 22, two ribs 222, 223 are provided for supporting the first and second substrates 31, 32. Each rib 222, 223 is erected on the bottom surface while connected to the inner peripheral side of the case 22. As will be described in detail later, the ribs 222 on both the left and right sides are accommodated in slit holes 312, 322 provided on the outer periphery of the substrates 31, 32 (Figures 20, 25). The top and bottom ribs 223 are accommodated in slit holes 313, 323 provided on the outer periphery of the substrates 31, 32.

The left and right ribs 222 have a constant cross-sectional shape in the depth direction of the case 22. On the other hand, of the upper and lower ribs 223, the three ribs 223 at the top left, top right, and bottom left (Figure 18) have staggered steps at the opening end, with the height from the bottom surface being lower on the inner periphery side (see Figure 19). The lower end face forming a shelf surface is the abutment surface against the first board 31 in the assembled state. The rib 223Z located at the bottom right (Figure 18) has a constant cross-sectional shape in the depth direction of the case 22, and does not form a shelf surface.

In the following description, the rib 223 has an opening end surface formed in a stepped shape and a narrow protruding width at the tip. The base side portion is referred to as the rib main body portion 223B, and the narrow protruding width portion at the tip is referred to as the rib tip portion 223A.

The first board 31 in FIG. 20 is a double-sided mounting board. The liquid crystal displays 152L, R are mounted on the mounting surface (see FIG. 20) on the front frame 21 side (front side) of the first board 31. The memory card reader 17 (see FIG. 24) is mounted on the mounting surface facing the second board 32 on the back side. Two notches 319 are provided on the underside of the first board 31, and connectors 319C for connecting the control cables (flexible flat cables) of the liquid crystal displays 152L, R are attached facing the notches 319.

On the surface of the substrate 31 on which the liquid crystal displays 152L, R are mounted, an operation unit 315 including a capacitive touch sensor 315A and a white LED 315B (Fig. 28) is disposed at each position corresponding to the operation button 24. In the assembled state, as described above, the cylindrical portion of the through hole 29 of the front frame 21 abuts against the first substrate 31, and the operation unit 315 is located inside this cylindrical portion (Fig. 21).

The white LEDs 315B are lighting means that illuminate the operation area of the operation button 24 from behind. The light of the white LEDs 315B passes through the watermark 151V (see FIG. 15) of the touch screen sheet 151 to clearly indicate the operation area. Each white LED 315B can be controlled to change the brightness of the lighting. Note that a multi-color LED can be used instead of the white LEDs 315B. If a multi-color LED is used, in addition to changing the brightness, it becomes possible to control the color, etc.

In the gap 152S between the left and right liquid crystal displays 152L and 152R, a proximity sensor (detection sensor, electronic component) 125 (not shown) is disposed to detect, for example, the human body of a hand. This proximity sensor 125 is used to detect a hand-waving operation over the screen area 15A (FIG. 1) in which the screens 15L and 15R are disposed. The proximity sensor 125 is illustrated in FIG. 28, but is omitted in FIG. 20. In this example, the proximity sensor 125 is disposed in the gap 152S, but instead of or in addition to this, electronic components such as LEDs can also be disposed. If a physical gap 152S is formed at the boundary between the two liquid crystal displays 152L and 152R, it becomes possible to place wiring for transmitting various signals or electronic components in the middle of the screen area 15A (FIG. 1).

The periphery of the first substrate 31 (Fig. 20) is formed with slit holes 312, 313 for accommodating the ribs 222, 223 (Figs. 18 and 19) of the case 22. The slit holes 312, 313 are incomplete holes that open to the periphery of the substrate 31. The slit holes 313 provided at the top and bottom of the substrate 31 are provided at positions corresponding to the ribs 223 of the case 22, and are formed to accommodate the rib tip portions 223A located at the tip side of each rib 223 (see Figs. 22 and 23).

The extension width of the slit hole 313 from the outer peripheral surface of the substrate 31 is set narrow enough that the rib main body 223B cannot be accommodated. In the assembled state, the shelf surface between the rib tip 223A and the rib main body 223B abuts against the first substrate 31. Note that a notch 319 is provided at a position on the outer peripheral shape of the first substrate 31 that corresponds to the rib 223Z of the case 22, so that no accommodation structure for the rib 223 is formed.

The first board 31 is fixed to the front frame 21 with screws, as shown in FIG. 24. Notches 318 (FIG. 20) are provided at the four corners of the screwed first board 31. These notches 318 are shaped to avoid interference with the screw posts 213 and seat 213A of the front frame 21. The first board 31 with these notches 318 is screwed in a state where it abuts against the seat of the screw hole 211 (FIG. 17) and the end face of the tube extending from the through hole 29 (FIG. 17) corresponding to each operation button 24.

In addition, since the first board 31 is screwed to the front frame 21, it is not possible to remove only the front frame 21 while leaving the first board 31 behind. Figures 22 and 23 are virtual diagrams showing the state in which only the front frame 21 has been removed while leaving the first board 31 behind, in order to explain the storage structure of the board 31.

The second board 32 (Fig. 25) on the rear side is a board on which a one-chip microcomputer (not shown), a USB connector 328, a speaker 16, an RF module (wireless module) 321, a GPS module 325, a power switch 253, etc. are mounted. The electronic components other than the one-chip microcomputer are mounted on the mounting surface shown in Fig. 25, and the one-chip microcomputer (not shown) is mounted on the mounting surface on the rear side. The second board 32 is electrically connected to the first board 31 via a control cable (not shown). There are two control cables between the first board 31 and the second board 32, which are connected to the connector 319C (Fig. 20) of the first board 31 extended from the liquid crystal displays 152L and 152R.

The one-chip microcomputer is an electronic component that integrates a CPU, ROM, RAM, etc., into a single chip. In particular, the one-chip microcomputer in this example has a control function for the liquid crystal displays 152L and R, and is an electronic component that is shared between the liquid crystal displays 152L and R. The mounting position of the one-chip microcomputer on the second board 32 is inside the area where the liquid crystal displays 152L and R of the first board 31 are projected onto the second board 32 in the thickness direction of the case body 2. Bus lines that transfer display data, etc. to each liquid crystal display 152L and R are laid on both the left and right sides of the one-chip microcomputer. It is also good to place the one-chip microcomputer in a position intermediate the two connectors 319C (Figure 20) of the first board 31. In this case, the electrical path lengths from the one-chip microcomputer to each connector 319C can be made close to the same distance, thereby suppressing the adverse effects caused by differences in electrical delay time.

The RF module 321 is a wireless module that houses a microwave receiver 122 (FIG. 28) that receives radar waves in the microwave wavelength band emitted from a speed measurement device such as a mobile radar (hereinafter simply referred to as radar), and a wireless receiver 123 (FIG. 28) that receives wireless signals of a predetermined frequency. The RF module 321 is provided with an antenna for receiving radio waves, a detection circuit, and the like.
The GPS module 325 is a module that houses a GPS receiver 121 (Figure 28) that receives GPS radio waves from GPS satellites and outputs the current time, current position information (latitude and longitude), current speed, altitude, etc.

The RF module 321 housing the microwave receiver 122 and radio receiver 123, and the GPS module 325 housing the GPS receiver 121 are built into the case body 2 so as to be located on the rear side of the radar detector 1. This mounting position is suitable for receiving radio waves and the like coming from the front of the vehicle.

In the radar detector 1, the RF module 321, which is covered with a metal casing to reduce noise, is positioned in a position overlapping the gap 152S (see FIG. 20) between the two left and right liquid crystal displays 152L, R in the thickness direction of the case body 2 (normal direction of the screen). By positioning the RF module 321, which is a heavy object, so that it overlaps the gap 152S between the liquid crystal displays 152L, R, the center of gravity is positioned near the center of the case body 2 in the left-right direction, and a good weight balance can be achieved when supported by the bracket 28. By achieving such weight balance, the weight of the case body 2 can be reliably supported by the bracket 28, and shaking of the case body 2 in response to vehicle vibrations, etc. can be suppressed.

Through holes 326 are drilled in the four corners of the second board 32 to allow the screw posts 213 (Fig. 17) of the front frame 21 to pass through. The through holes 326 are formed with a smaller diameter than the posts 221 (Fig. 18) of the case 22. In the assembled state, the second board 32 is supported in a state of abutment against the end faces of the posts 221 of the case 22 (Fig. 18), the end faces of the tubes of each hole such as the switch hole 253H, and the seat 226. On the other hand, from the front frame 21 side, the seat 213A (Fig. 17) provided on the outer periphery of the screw posts 213 abuts against the second board 32. In the assembled state, the second board 32 is fixed in a state of being sandwiched between the case 22 and the front frame 21 in this way.

The outer periphery of the second substrate 32 is formed with slit holes 322, 323 for accommodating the ribs 222, 223 of the case 22. The slit holes 322, 323 are incomplete through holes that open to the outer periphery of the substrate 32. The slit holes 323 are provided at positions corresponding to the ribs 223 provided on the top and bottom of the case 22, respectively, and are formed to accommodate the rib main body portion 223B of each rib 223 (Figures 26 and 27).

■ 3. Electrical configuration ■
28, the radar detector 1 is electrically configured with a control unit (control means) 10 as a central component. The control unit 10 is electrically connected to a GPS receiver 121, a microwave receiver 122, a wireless receiver 123, an air pressure sensor 128, a clock unit 129, a proximity sensor 125, a touch screen sheet 151, liquid crystal displays 152L and 152R, a touch sensor 315A, a white LED 315B, a speaker 16, a memory card reader 17, etc. Furthermore, the radar detector 1 is provided with a database 100 accessible from the control unit 10.

The GPS receiver 121 is a receiver that receives GPS radio waves from GPS satellites and outputs the current time, current position information (latitude and longitude), current speed, altitude, etc. The control unit 10, which acquires the current position information from the GPS receiver 121, can calculate the vehicle speed based on the fluctuation of the current position.

The microwave receiver 122 is a receiver that receives radar waves in the microwave wavelength band emitted from a speed measurement device such as a mobile radar (hereinafter simply referred to as radar). In the microwave receiver 122, five levels of microwave field strength are set, from L1 (reception level) to L5, from lowest to highest.
The wireless receiver 123 is a receiver that receives wireless signals of a predetermined frequency. The wireless receiver 123 in this embodiment can be selectively set to one of a plurality of frequencies so as to be compatible with various types of wireless radio waves.

The clock unit 129 is a clock that outputs calendar information. The calendar information includes data representing the date, the day of the week, and the current time. The control unit 10 uses the current time obtained from the GPS receiver 121 to calibrate the current time (including the date and time) of the clock unit 129 once a day.

The speaker 16 is mounted inside the case body 2 so as to be able to output sound and the like through a speaker hole 254 opening on the rear side of the case body 2 .
The memory card reader 17 reads data recorded on the memory card 171 and transfers it to the control unit 10. The memory card reader 17 has the memory card 171 inserted into a card insertion slot 251 attached thereto.

The control unit 10 is configured by a microcomputer (not shown) including a CPU, a ROM, a RAM, a non-volatile memory such as an EEPROM, an I/O, and the like.
The ROM stores software programs to be executed by the CPU, etc. The control unit 10 executes these programs to realize various functions.
The storage area of the non-volatile memory such as an EEPROM is provided with storage areas for storing various setting information such as alarm settings and screen settings.

The database 100 is composed of a non-volatile memory (e.g., EEPROM) inside the microcomputer of the control unit 10 or external to the microcomputer. At the time of product shipment, the database 100 stores target (GPS target) POI data including location information such as the location of traffic monitoring activities to be alerted and the locations of various facilities and tourist spots, regulatory information such as speed limits, as well as illustration data of illustrations showing the types of traffic monitoring activities and various audio data (record data) such as alarm voices. The database 100 stores target POI data in association with illustration data, audio data, etc.

The data stored in the database 100 can be updated using a memory card 171. When the memory card 171 storing update data such as POI data and audio data is inserted into the memory card reader 17, the update data is read out under the control of the control unit 10, and the data in the database 100 can be updated. It is also possible to update the database 100 by connecting a PC with update data stored on a hard disk or the like via USB.

■ 4. Basic operations ■
The radar detector 1 realizes various functions by having the CPU execute software programs read from the ROM. The functions of the radar detector 1 include a current information display function, a GPS log function, an alarm function that issues various alarms, an OBD function, a setting function, a registration function, etc. The alarm functions include functions that are common to radar detectors, such as a GPS alarm function, an RD alarm function, and a wireless alarm function. The means for realizing these functions are formed in the control unit 10.

The current information display function is a function that displays current information by displaying a preset standby screen on screen 15. Current information includes various types of information such as position information of surrounding targets (monitoring position information), time information, tide information, various vehicle information such as vehicle speed, fuel efficiency information, eco-driving information, satellite information, and altitude information. The current information to be displayed can be selectively set by selecting a standby screen. Setting the standby screen is achieved by the setting function described below.

The OBD function is a function for acquiring vehicle information. This OBD function only works when the radar detector 1 is connected to the vehicle via an OBD adapter (Figure 13) that is connected to the vehicle's OBD connector. By connecting the radar detector 1 to the vehicle using the OBD adapter, various vehicle information can be acquired every 0.5 seconds. Examples of vehicle information that can be obtained from the vehicle include speed, average speed, maximum speed, 5-second speed, average 5-second speed, maximum 5-second speed, RPM, average RPM, maximum RPM, engine load, average load, maximum load, throttle opening, average throttle opening, maximum throttle opening, ignition timing, fuel level, intake manifold pressure, maximum intake manifold pressure, MAF, INJ, coolant temperature, maximum coolant temperature, intake air temperature, maximum intake air temperature, outside air temperature, maximum outside air temperature, remaining fuel, fuel flow rate, maximum fuel flow rate, fuel consumed, lifetime fuel consumed, instantaneous fuel consumption, current fuel consumption, maximum current fuel consumption, lifetime fuel consumption, average fuel consumption, average fuel consumption, average fuel consumption on ordinary roads, average fuel consumption on expressways, moving average fuel consumption, maximum moving average fuel consumption, driving time, driving time, idle time, idle ratio, mileage, lifetime mileage, 0-20km/h acceleration time, 0-20km/h average acceleration, 0-20km/h minimum acceleration, 0-40km/h acceleration time, 0-40km/h Vehicle data includes average acceleration, 0-40km/h minimum acceleration, 0-60km/h acceleration time, 0-60km/h average acceleration, 0-60km/h minimum acceleration, 0-80km/h acceleration time, 0-80km/h average acceleration, 0-80km/h minimum acceleration, 0-20km/h driving time, 20-40km/h driving time, 40-60km/h driving time, 60-80km/h driving time, driving time over 80km/h, lifetime engine mileage, lifetime engine mileage ratio, etc.

The GPS log function is a function that stores the current position output from the GPS receiver 121 every second as a position history in the database 100. This position history is recorded in, for example, the NMEA format. The time and speed (vehicle speed) at which the control unit 10 detected the current position are associated with the current position that is stored.
The registration function is a function for a driver, who is a user, to register personal locations (my points) and areas (my areas), and is executed by a registration means realized by software in the control unit 10.

The GPS warning function warns of approaching a warning target such as an automatic speed camera (ORBIS). In the GPS warning function, a calculation process is repeatedly performed at a specified time interval (for example, 1 second) to determine the distance between the location of the warning target (implementation point) and the current location. When this distance reaches a specified approach distance and an event called approach to the warning point occurs, a GPS warning is executed to indicate this.

The targets of the GPS warning function include speed cameras, enforcement areas, checkpoint areas, intersection monitoring points, no parking monitoring areas, N systems, traffic monitoring systems, red light ignoring prevention systems, police stations, accident-prone areas, areas with a high incidence of vehicle thefts, sharp curves, junctions, ETC lanes, etc. Warning targets may also include locations of drowsy driving accidents, radar, speed limit change points, etc.

Targets other than those that are subject to warnings from the GPS warning function include service areas (expressways), parking areas (expressways), highway oases (expressways), smart interchanges (expressways), gas stations in PAs/SAs (expressways), tunnels (expressways), highway radio reception areas (expressways), prefectural borders, roadside stations, viewpoint parking, etc. In addition, with the radar detector 1 of this example, the user can register or cancel any location as My Area by performing a specified operation. Locations registered as My Area are treated as targets, and a notification is issued when approaching.

The RD warning function is a function that warns of the reception of radar waves (microwaves) emitted from a radar-type enforcement device. When an event occurs in which the microwave receiver 122 receives radar waves (hereafter referred to as RD reception), an RD warning is issued to indicate this.

The radio warning function is a function that issues warnings so as not to interfere with the driving of emergency vehicles, etc. When an event occurs in which radio waves emitted by an emergency vehicle, etc. are received (hereinafter referred to as radio reception), a radio warning is issued to alert the driver. Warning targets include police radio, car location radio, digital radio, special small radio, police station activity radio, police telephone, police activity radio, tow truck radio, helicopter radio, fire helicopter radio, fire radio, emergency radio, highway radio, security radio, etc.

The setting function is a function for making various settings related to the radar detector 1. The settings include standby settings related to the standby screen, mode settings, alarm settings related to alarm operations, screen/LED settings related to the screen 15 and white LED 315B (operation button 24), audio settings, system settings, OBD settings, etc. The contents of each setting will be explained in detail later.

Next, the basic operation of the radar detector 1 will be described.
When the vehicle ignition is switched on and power is applied, the control unit 10 first displays an opening animation (not shown). After that, the control unit 10 displays a positioning information screen (not shown) until the control unit 10 receives GPS radio waves from GPS satellites and is able to measure the current position.

When it becomes possible to determine the current position, the control unit 10 outputs a voice message saying "Position determined" and switches the display screens 15L and 15R to a specified standby screen. Note that with the radar detector 1, it is possible to set a preferred standby screen for each of the left and right screens 15L and 15R by performing the setting operations described below.

In a standby state in which no events that require a warning, such as RD reception, wireless reception, or approach to a warning point, are occurring, the control unit 10 displays a standby screen on the left and right screens 15L, R. When any of the events of approach to a warning point, RD reception, or wireless reception occurs in the standby state, the control unit 10 executes a process to execute the corresponding function among the GPS warning function, RD warning function, and wireless warning function, and displays a warning screen on the screens 15L, R. Note that when two or more events occur simultaneously, the priority of each function is, from highest to lowest, the RD warning function, the wireless warning function, and the GPS warning function.
In addition, when the vehicle ignition is switched on or when an alarm operation is executed, the control unit 10 causes the white LEDs 315B built into each operation button 24 to execute various light emitting operations (described later).

■ 5. Standby screen ■
In the radar detector 1, the standby screen of the screen 15 that is touched can be changed by touching the left or right touch area 151S (FIG. 29) of each screen 15L, R. When the control unit 10 detects a touch operation on any of the screens 15, it changes the standby screen of that screen 15 in accordance with the annular arrangement order as shown in FIG. 29. When the left touch area 151S is touched, the standby screen is changed in the counterclockwise direction of the annular arrangement order, and when the right touch area 151S is touched, the standby screen is changed in the clockwise direction of the annular arrangement order.

For example, for screen 15 where a clock screen is set as the standby screen, when the left touch area 151S is touched, the standby screen is changed to the calendar screen adjacent to the left, and when the right touch area 151S is touched, the standby screen is changed to the speed screen adjacent to the right.

Note that each standby screen in FIG. 29 can be set on either the left or right screen 15L, R. For example, it is possible to set the same standby screen on both the left and right screens 15L, R. If the same display screen is displayed on both the left and right screens 15L, R, when sunlight falls on the screen area making one of the screens 15 difficult to see, it becomes possible to view the screen 15 that is easier to see. Since the left screen 15L is located close to the passenger seat in a right-hand drive vehicle, it is also good to display the same display screen on both the left and right screens 15L, R when there is a passenger.

Next, the specifications of each display screen that can be set as the standby screen will be described.
(1) Radarscope Screen The radarscope screen in Fig. 30 is a display screen that conceptually shows information (monitoring position information) indicating the positional relationship with the current position when approaching a target registered in the radar detector 1. The radarscope screen displays a scope surface corresponding to the surrounding area of the current position, and a target icon indicating the location where traffic monitoring activities are being carried out, and a vehicle icon indicating the current position are plotted on the scope surface. The upper section displays target information, which is text information on the type of target, and the distance to the target. The lower left section displays the current driving speed (vehicle speed), and the speed limit is displayed above the display field.

In the case of the radar scope screen on the right screen 15R, the current time is displayed on the bottom right. The color (text color) of the displayed speed changes depending on whether the vehicle is going too fast or not, and if the vehicle is going too fast the text is displayed in red.

When a radarscope screen is displayed on one screen 15 and a standby screen other than the radarscope screen is displayed on the other screen 15, it is also possible to omit display of target information, etc. on the radarscope screen and display a caption including target information (e.g., reference numeral 41 in FIG. 42) on the other standby screen. In this case, a wide display area for the scope surface can be secured, allowing the radarscope screen to be displayed in an easy-to-understand manner.

(2) Clock screen The clock screen in Fig. 31 is a display screen that displays the current time. In the case of the right screen 15R, the speed is displayed at the bottom of the clock screen. However, when GPS positioning is not performed, the speed is not displayed. The time displayed on the clock screen is adjusted by the control unit 10.

(3) Speed Screen The speed screen in Fig. 32 is a display screen that displays the vehicle speed. In the case of the right screen 15R, a clock is displayed at the bottom of the speed screen. To the right of the display field that displays the speed numerically, a vertical segment display that indicates the degree of speed is arranged. As the speed increases, the control unit 10 increases the number of segments displayed in this segment display. Note that since the control unit 10 calculates the speed using GPS radio waves, the speed display becomes 0 km/h in places such as tunnels where GPS radio waves cannot be received.

(4) Eco-driving screen The eco-driving screen in FIG. 33 is a display screen that displays eco-points, which are an index of the degree of achievement of fuel-efficient driving. The control unit 10 calculates eco-points from sudden acceleration, sudden deceleration, idling time, economical speed, and the like. A speed display field is located to the right of the eco-point display field. This speed becomes 0 km/h when GPS positioning is not possible. In the case of the right screen 15R, a clock is displayed at the bottom of the eco-driving screen. The control unit 10 calculates eco-points by using GPS radio waves.

(5) Altitude Screen The altitude screen in Fig. 34 is a display screen that displays the altitude of the vehicle. The control unit 10 displays the change in altitude in a graph. In the case of the right screen 15R, a clock is displayed at the bottom of the altitude screen. Since the control unit 10 calculates the altitude using GPS radio waves, the altitude display is fixed to the previous value when in a place such as a tunnel where GPS radio waves cannot be received.

35 is a display screen that displays the current atmospheric pressure. The control unit 10 displays the current atmospheric pressure value as well as past changes in atmospheric pressure in the form of a graph.

(7) Positioning Information Screen The positioning information screen in Fig. 36 is a display screen that displays the reception status of GPS radio waves. The control unit 10 displays the satellite number and reception level for the satellite from which the GPS radio waves are being received. The satellite number is a number assigned to the satellite.

(8) Satellite Information Screen The satellite information screen in Fig. 37 is a display screen that displays information about satellites being received. The control unit 10 displays the satellite number, type (GPS, QZSS (Michibiki), SBAS, GLONASS), elevation angle (Elev.), and azimuth angle (Azim.). The control unit 10 periodically switches the display screen to display the satellites in order.

(9) OBD Meter Screen The OBD meter screen in FIG. 38 is a display screen that displays vehicle information acquired via the OBD adapter (FIG. 13). The OBD meter screen can be selected when the OBD adapter is connected. For example, when the OBD adapter is connected, the OBD meter screen is displayed when the touch area 151S on the left of the screen 15 that displays the satellite information screen is touched, whereas when the OBD adapter is not connected, the OBD meter screen and the next OBD fuel consumption information screen are not displayed and are skipped. Examples of vehicle information that can be selectively displayed on the OBD meter screen include vehicle speed, engine RPM, engine load, throttle opening, fuel level, intake manifold pressure, coolant temperature, intake temperature, outside air temperature, engine oil temperature, instantaneous fuel consumption, average fuel consumption, and current fuel consumption, as shown in FIG. 38.

(10) OBD fuel efficiency information screen The OBD fuel efficiency information screen in FIG. 39 is a display screen that displays the instantaneous fuel efficiency and average fuel efficiency calculated by the control unit 10 using the vehicle information. Since the vehicle information is acquired via the OBD adapter, when the OBD adapter is not connected, the display is not switched as with the OBD meter screen. On the OBD fuel efficiency information screen, two types of fuel efficiency are displayed in two rows, one above the other. On each row, a numerical display of fuel efficiency and a segment display of the degree of fuel efficiency are arranged above and below. Combinations of the two types of fuel efficiency include a combination of instantaneous fuel efficiency and average fuel efficiency, a combination of instantaneous fuel efficiency and current fuel efficiency, a combination of current fuel efficiency and average fuel efficiency, etc.
In addition to the above, the standby screen also includes a calendar screen that displays the date, etc., and an OFF screen that makes the screen 15 completely black (FIG. 29).

The control unit 10 displays various status icons, as shown in FIG. 40, at the bottom of the standby screen. The control unit 10 normally displays the status icons on the left screen 15L. However, when the left screen 15L is the radarscope screen, the OBD meter screen, or the OFF screen, the status icons are displayed on the right screen 15R. If both the left and right screens 15L and 15R are either the radarscope screen or the OBD meter screen, the status icons are not displayed.

The target icons displayed by the control unit 10 on the radarscope screen include the icons shown in FIG. 41. The display color of each target icon varies depending on the level of attention (degree of need for notification), with the level of attention increasing in the order of green → blue → yellow → red. The allocation of the levels of attention is predefined depending on the type (content) of the traffic monitoring activity related to the target.

In addition, on some standby screens, the text display color can be selected from six pre-prepared colors. Furthermore, it is possible to set the standby screens to automatically switch between the different screens at regular intervals (for example, every minute).

■ 6. Warning screen ■
In the radar detector 1, the control unit 10 can set the display pattern of the warning screen displayed when a warning is issued. When the VIEW button 243 is pressed and held while the standby screen is displayed, the control unit 10 switches to displaying the warning screen. The warning screen display patterns include a dual-screen warning, a single-screen warning 1, a single-screen warning 2, and no warning screen. In each display pattern, it is also possible to switch the left and right screens 15L and 15R.

(1) Dual-screen warning The dual-screen warning display pattern, as shown in Fig. 42, simultaneously displays a radar scope screen that displays the positional relationship between the vehicle's position and the target, and a notification panel screen that notifies the target type and distance to the target. On the notification panel screen, a caption (text information) 41 that displays the target type (monitoring type information) and distance in text is displayed at the top, and an illustration 42 representing the target type is displayed in the center. Furthermore, the time is displayed in the lower right. The illustration 42 is displayed based on illustration data stored in the database 100.

There are three ways to display the dual-screen warning display pattern. The first method is to display it by pressing and holding the VIEW button 243. The second method is to select "Radarscope" for the left screen 15L, and set "Display switching distance -> No switching" and "Target information -> Notification panel" for the right screen 15R. Here, for example, " " in "Display switching distance -> No switching" indicates a setting item in the radar detector 1. The third display method is to set "Radarscope" for the left screen 15L, and set "Display switching distance -> Set distance" and "Target information -> Notification panel" for the right screen 15R. With this method, the dual-screen warning display pattern will be displayed when the distance between the vehicle and the target reaches the distance set in the display switching distance.

In the dual screen warning, a radarscope screen is displayed on one screen 15, while a notification panel screen is displayed on the other screen 15. For example, other radar detectors with only one screen need to use part of the radarscope screen to display target information such as the target type and distance. With the dual screen warning, target information can be displayed separately from the radarscope screen. With this type of display specification, a wide display area for the scope surface on the radarscope screen can be secured, making it easier to grasp the target position and making the display of target information much easier to understand.

(2) One-screen warning number 1
The display pattern of this single screen warning 1 is set to display a radarscope screen that displays the vehicle position and the target position, and a telop 41 that notifies the type and distance of the target at the top of the standby screen, as shown in Fig. 43. In the radar detector 1 of this example, the display pattern of the single screen warning 1, in which a clock screen is set as the standby screen, is the initial setting.

There are two ways to display the display pattern of the one-screen warning No. 1. The first method is to set "Radarscope" for the left screen 15L, and to set "Display switching distance -> No switching" and "Target information -> Caption" for the right screen 15R. The second method is to set "Radarscope" for the left screen 15L, and to set "Display switching distance -> Set distance" and "Target information -> Caption" for the right screen 15R. With this method, when the distance between the vehicle and the target reaches the distance set in the display switching distance, a warning screen like that shown in Figure 43 is displayed. Note that the user can selectively set whether the caption 41 is displayed on the left or right screen 15L,R.

(3) One-screen warning No. 2
The display pattern of this single-screen warning type 2 is a display pattern in which the left screen 15L displays a standby screen, and when an alarm occurs, the right screen 15R displays a notice panel screen, as shown in Fig. 44. This single-screen warning type 2 can be displayed by setting a standby screen other than the radar scope screen to the left screen 15L, and setting "display switching distance -> no switching" and "target information -> notice panel" for the right screen 15R. Note that which of the left and right screens 15L and 15R displays the notice panel screen can be set in the "notification display" setting item.

(4) No Warning Screen A display pattern without a warning screen is a display pattern in which a standby screen is displayed on both the left and right screens 15L, 15R, and when an alarm occurs, only a telop 41 is displayed on one of the left and right screens 15 (the right screen 15R is shown as an example in the figure). A display pattern without a warning screen can be displayed by setting a standby screen other than the radarscope screen for both the left and right screens 15L, 15R, and setting "Display switching distance -> No switching" and "Target information ->telop" for the right screen 15R. It can be set by "Notification display" which of the left and right screens 15 the telop 41 is displayed on.

■ 7. Alarm operation ■
(1) Alarm operation when receiving enforcement radio waves When receiving enforcement radio waves such as radar waves or stealth waves, the control unit 10 executes an alarm operation such as displaying a warning screen on the screen 15 and outputting an alarm sound. Fig. 46 shows an example of an alarm using the left screen 15L in which the radarscope screen is set as the standby screen. The control unit 10 executes a dual alarm that issues an alarm using both sound (electronic sound/alarm voice) and screen display. The control unit 10 changes the scope surface of the radarscope screen to red, and displays a telop 41 indicating the type of traffic monitoring activity at the top of the radarscope screen. This telop 41 includes an indication of the reception level of radio waves such as radar waves (e.g. L5).

When a specific mute operation is performed during an alarm, the control unit 10 executes control to temporarily mute the alarm sound until the radar waves being received are no longer received. Examples of the mute operation include a hand-waving operation to hold a hand over the screen area 15A (FIG. 1) for a certain period of time (one second) and a long press of the MUTE button 248. When radar waves are continuously received for about 30 seconds or more, the control unit 10 executes control to automatically reduce the volume of the alarm sound.
In addition, as shown in Figure 47, when an alarm is issued upon receiving a police radar wave, the control unit 10 executes control to increase the tempo of the electronic sound in response to the change (L1 to L5) in the reception level (radio wave intensity) that accompanies the approach to the source of the radar wave.

(2) Warning Operation When Target Approaches When the distance between the vehicle and the target becomes small (when the vehicle approaches the target), the control unit 10 displays a caption 41 showing target information and distance in text at the top of the screen 15, as shown in Figure 48.

Figure (a) is an example when "Display caption" is set for the clock screen set as the standby screen. Figure (b) is an example when "Display caption" is set for the radarscope screen. Note that the time is not displayed on the radarscope screen on the left screen 15L, but the time is displayed in the bottom right on the radarscope screen on the right screen 15R. Figure (c) shows the change in background color of screen 15 controlled by control unit 10 depending on the level of attention for the alarm. Figure (d) is an example when "Display caption" is set on the notification panel screen.

(3) Warning voice When outputting a warning voice to a target located approximately 25° or more to the right or left of the traveling direction (see FIG. 49), the control unit 10 executes control to add the phrase "left direction" or "right direction" to notify the direction (direction of the implementation point). The voices "right direction" and "left direction" refer to the direction of the target at the time of notification. Note that if the distance to the target is very close, the phrase to identify the left or right direction may not be added. Here, "" refers to the warning voice output.

The warning voice is output at each timing shown in Figures 50 to 53. In Figure 50, a warning voice about speed cameras (speed enforcement) is shown in the upper row, and a warning voice about enforcement areas is shown in the lower row.
For example, in the case of an speed camera warning voice, stages are set: 2 km ahead (expressways only), 1 km ahead, 500 m ahead, immediately ahead, and passing, and a warning voice is output for each stage under the control of the control unit 10. At each stage up to 500 m ahead, a distance such as "2 km ahead" is output as a voice. Furthermore, at 1 km ahead, in addition to the voice output of the distance, a warning voice announcing the speed limit or speeding is output, and at 500 m ahead, a warning voice announcing the camera position is output. If the speed is exceeded immediately ahead, the control unit 10 executes control to output a warning voice announcing speeding in addition to an announcement of the immediately ahead driving speed.

For example, in the case of a warning voice for a control area, the following stages are set: 1 km ahead, entering the area, and leaving the area, and a warning voice is output for each stage under the control of the control unit 10. At the 1 km ahead stage, the warning voice also outputs whether the area is to the left or right. Note that when a display screen other than the radarscope screen is being displayed, the control unit 10 displays an icon (see Figure 40) corresponding to the control/checkpoint area at the bottom of the display screen.

The audio output (speech) of warning voices and the like can be muted (silenced) by waving a hand over the screen area 15A (Fig. 1). When the proximity sensor 125 arranged in the gap 152S (Fig. 20) between the left and right liquid crystal displays 152L, R detects a human body and the duration of the detection state reaches one second, the control unit 10 controls the audio output to be muted so that it is not output. If a threshold value such as one second is set for the duration of the detection state, there is less risk of erroneously detecting the movement of the driver's hands when, for example, they have taken their hands off the steering wheel to operate an audio system or the like.

■ 8. Various settings ■
A number of different operating specifications are provided for the radar detector 1, and the user can set the desired operating specification through operation on the user side. The setting method will be described below.
When the MUTE button 248 is pressed and held while the power is on, the control unit 10 executes control to display a setting menu. The left diagram in Fig. 54 illustrates the items in the setting menu, and the right diagram illustrates an example of a display screen during selection operation of the setting menu.

The setting menus include (1) Easy mode settings, (2) Mode settings, (3) Alarm settings, (4) Screen/LED settings, (5) Audio settings, (6) System settings, and (7) OBD settings, as well as a menu for ending settings. The control unit 10 changes the selected menu in response to the operation of the ▲ button 242 or ▼ button 244, and when the MUTE button 248 is operated, executes control to display the setting screen corresponding to the selected menu. The right diagram in the figure shows the display screen when the Easy mode setting menu is selected, and the current settings are displayed below the Easy mode setting menu (normal mode is set in the figure).

(1) Easy Mode Settings When the easy mode (easy setting mode) is set to on as shown in Fig. 55, the setting mode becomes a simple one with only easy settings, and easy settings become possible. When the easy mode is on, the control unit 10 greatly limits the selectable setting menu as shown in the left diagram of Fig. 55. The easy setting allows only the settings of the display screen brightness and the type of radar warning sound (electronic sound/voice) to be changed, and the software version to be viewed, making it a very simple setting.

(2) Mode Settings The radar detector 1 is provided with four preset alarm modes (normal, minimum, special, all on) as well as a manual mode. The user can set the alarm mode of their choice. Normal mode is an alarm mode with settings that emphasize balance. Minimum mode is an alarm mode in which only the minimum number of items are set on. Special mode is an alarm mode with settings that emphasize items related to enforcement. All on mode is an alarm mode in which all functions are set on. Manual mode is an alarm mode in which each function can be set individually.

When the MUTE button 248 is pressed and held while the standby screen (top left diagram) is displayed as shown in FIG. 56, the control unit 10 switches to displaying the settings screen (top right diagram). When "Mode" is selected from the settings menu, the control unit 10 switches to displaying the mode screen (bottom left diagram). After the desired alarm mode is selected, when End Settings is selected (bottom right diagram), the control unit 10 executes control to return to the state where the original standby screen is displayed. The contents of each alarm mode are as shown in FIG. 57.

(3) Alarm Settings In the alarm settings, as shown in FIG. 58, it is possible to set each of the following items: reception sensitivity mode, road selection, display switching distance, target information, and notification display.
The reception sensitivity mode can be selectively set to "City," which is suitable for urban areas, "Extra," which is suitable for suburban areas and highways, or "AAC/ASS," which automatically cuts out unnecessary alarms and sets the optimum reception sensitivity.

In road selection, the target road for GPS warning can be selected from "general road", "expressway", "ALL", "AUTOGPS priority", and "AUTO air pressure priority". In the "general road" setting, only targets on general roads are warned. In the "expressway" setting, only targets on expressways are warned. In the "ALL" setting, all targets on general roads and expressways are warned. In the "AUTOGPS priority" setting, priority is given to GPS position information, and the control unit 10 automatically identifies the type of road (general road or expressway). In the "AUTO air pressure priority" setting, priority is given to changes in air pressure, and the control unit 10 automatically identifies the type of road (general road or expressway). When the control unit 10 is able to identify a general road, it executes control to warn only of targets on general roads, and when it is able to identify a expressway, it executes control to warn only of targets on expressways. Other setting items are as shown in the figure.

The display switching distance can be selectively set to one of the following distances: "No switching", "500m", "1000m", or "1500m". By setting the display switching distance, as explained in "6. Warning screen", when the distance from the vehicle to the target becomes close, the display can be switched from a preset standby screen to a notification panel screen or the like. For example, in the two-screen warning of FIG. 42, if "radar scope" is set for the left screen 15L and "display switching distance -> 1000m set" and "target information -> notification panel" are set for the right screen 15R, the control unit 10 executes control to display a notification panel screen including a caption 41 of the target information instead of the standby screen when the distance to the target becomes 1000m. The initial setting for the display switching distance is "1500m".

(4) Screen/LED Settings In the screen/LED settings, as shown in Fig. 59, it is possible to set each of the following items: screen brightness, whether or not to invert the screen, screen color settings, LED mode, and LED brightness. For example, the screen brightness can be selectively set to "minimum", "dark", "normal", or "bright". The LED mode can be set to "alarm/touch ON", "always ON", or "OFF". Other setting items are as shown in the same figure.

The contents of each LED mode setting will now be explained with reference to Figure 60. As mentioned above, there are three types of LED mode settings: "Alarm/Touch ON", "Always ON", and "OFF". This figure explains the operation of the white LED 315B for each of these three settings (control modes) in operation states 1 to 3.

In the LED mode of "Alarm/Touch ON", the control unit 10 executes the following control. In the standby state of State 1, the control unit 10 normally controls each white LED 315B to be turned off (OFF state). When the screen 15 is touched or a hand is held over the screen area 15A (Fig. 1), the control unit 10 controls the white LEDs 315B of all operation buttons 24 to be turned on. A touch operation on the screen 15 is detected by the touch area 151S of the touch screen sheet 151. A hand-holding operation over the screen area 15A (Fig. 1) is detected by a proximity sensor 125 (Fig. 28) arranged in the gap 152S (Fig. 20) between the liquid crystal displays 152L, R.

In the standby state, the hand waving operation for turning on the white LED 315B and the hand waving operation for muting the audio output are both determined by the control unit 10 to have been performed when the proximity sensor 125 continues to detect a human body or the like for a predetermined duration. As the predetermined duration, one second is set for the mute hand waving operation as described above. For the hand waving operation in the standby state, it is preferable to set a time shorter than one second, for example. This is because, for the mute hand waving operation, it is necessary to avoid the risk of the hand operating the car audio or the like being erroneously detected and the alarm voice or the like being muted, while for the hand waving operation in the standby state, it is necessary to prioritize the operation response so as not to create an impression of sluggishness.

As described above, when any of the operation buttons 24 is touched after a hand-waving operation or the like is performed in the standby state (state 1), the control unit 10 executes control to turn off the white LED 315B of only the operated operation button 24, and to return it to the lit state when the touch operation ends. After that, when a non-operation period during which none of the operation buttons 24 is operated exceeds a predetermined time, the control unit 10 executes control to switch all of the white LEDs 315B to the off state. As an alternative to this example, it is also possible to flash the operation button 24 for a predetermined time when the touch operation ends. This makes it easier for the user to know that the operation has been accepted.

In state 2, which corresponds to an alarm in progress, the control unit 10 executes control to blink all the white LEDs 315B. Note that, if the position (implementation point) of the traffic monitoring activity to be alarmed has a directionality such as the left side, the right side, or the front, it is also effective to execute control to blink only the left white LED 315B or only the top two white LEDs 315B, for example.
During the warning, for example, control may be executed to cause all the white LEDs 315B to blink according to the degree of attention (degree of necessity of notification) of the object of the warning. Control may also be executed such that the timing of lighting the operation buttons 24 arranged at five locations on the outer periphery of the screen area 15A is slightly different so that the lighting positions rotate around the screen area 15A during the warning. Furthermore, the higher the degree of attention, the faster the period of rotation may be made to create a sense of urgency. Alternatively, when entering an area where traffic accidents frequently occur, the five operation buttons 24 may be randomly lit to intuitively express a high-risk situation.

In state 3, which corresponds to when the power is turned on in response to switching the vehicle ignition on, the control unit 10 executes control to cause all white LEDs 315B to blink, and then executes control to turn all of them off after a predetermined time has elapsed. Note that the blinking of the white LEDs 315B is achieved by controlling the brightness to change periodically, rather than by switching them completely on and off periodically. Controlling the brightness to change periodically makes it possible to cause the light to blink like a firefly (it is preferable to make the blinking cycle faster than that of a firefly), creating a sense of luxury for the device.

In the "always on" LED mode, the control unit 10 executes control to turn on each white LED 315B in the standby state (state 1), and executes control to blink the white LED 315B during an alarm (state 2) or when the power is on (state 3).

In the "OFF" LED mode, the control unit 10 executes control (blinking control) to blink the white LED 315B when the power is ON (state 3), and controls the white LED 315B to be in an off state in other states.

(5) Audio settings Audio settings are settings related to the output mode (output mode) of various sound information such as voices such as alarm voices and sound effects. In the audio settings, as shown in FIG. 61, it is possible to set each item such as speech speed (speed of speech), narrator switching, radar warning sound, positioning announcement, RELAX chime, time signal, operation sound, and target approach sound. The speech speed can be switched between four levels of the speed of the alarm voice: "slow", "normal", "fast", and "alarm-linked". In particular, in "alarm-linked", the speech speed is changed depending on the type of alarm. In narrator switching, the alarm voice can be switched between "female" and "male". In the radar alarm sound, the alarm when receiving a radar signal can be switched between "voice" and "electronic sound".

The positioning announcement can be turned on or off. For example, when the GPS signal reception is poor, such as in a valley between buildings, the positioning announcement may be repeated, such as "GPS cannot be received" and "GPS has been received." By turning off the positioning announcement, such repetition can be avoided. The RELAX chime is a function that prompts you to take a break at regular intervals, and it is possible to select the time interval for outputting the voice message "You've been driving for a long time. Would you like to take a break?" The hourly signal is a function that notifies you of the time on the hour, and it is possible to select whether or not to output the hourly signal. The operation sound can be set to whether or not to generate a confirmation sound when a button is operated. The target approach sound is a sound that is output when approaching a target, and the target approach sound is output depending on the on setting.

The speech speed of the audio settings (Figure 62) can be selectively set to one of four types: "Slow", "Normal", "Fast", and "Alarm-linked", as described above. When "Normal" is set, the control unit 10 outputs the alarm voice of all notifications at a speech speed of 100% (average speed). When "Slow" is set, the control unit 10 outputs the alarm voice of all notifications at a speech speed of 90%. When "Fast" is set, the control unit 10 outputs the alarm voice of all notifications at a speech speed of 120%.

Note that a speech speed of 100% means a normal speaking speed, and a speech speed of 120% means that the speaking speed is 120%. Note that in the radar detector 1 of this example, audio data that is a digital recording of the actual speech of a narrator is recorded in the database 100. The audio data in the database 100 is record data that corresponds to a speaking speed of 120%. If the audio data is played back as is, the speaking speed will be 120%. If the audio data is played back about 20% slower, the speaking speed will be 100%, and if played back even slower, the speaking speed will be 90%.

In this example, the radar detector 1 records voice data corresponding to a speaking speed of 120% in the database 100, thereby reducing the data size of the voice data stored in the database 100. Naturally, voice data corresponding to a speaking speed of 100% may be recorded in the database 100, and voice data that exceeds the speaking speed that is actually output, such as a speaking speed of 130%, may also be recorded in the database 100.

When "Alarm Linkage" is set, the control unit 10 changes the speech speed according to the type and situation of the traffic monitoring activity to be alerted, as shown in FIG. 62. In the figure, the stealth notification and RD notification are the (1) alarm actions when a crackdown radio wave is received, as explained in "7. Alarm Actions". The stealth notification is the alarm action when a stealth wave is received, and the RD notification is the alarm action when a radar wave is received. The speed camera notification, checkpoint/crackdown notification, and my area notification are the 2) alarm actions when a target approaches in "7. Alarm Actions". In the figure, "all sound effects" (fourth row from the bottom) in the notification content column refers to the sound effects (e.g., "booooom") in the phrase "(sound effect) stealth reception stealth reception" in the phrase example column. For example, in the case of a stealth notification, the control unit 10 outputs the phrase "stealth reception stealth reception" at 120% speech speed, following the output of a sound effect at 100% speed.

For example, in the case of RD notification, the control unit 10 outputs a sound effect at 100% speed followed by a phrase such as "Watch your speed". At this time, the control unit 10 changes the speech speed of the phrase such as "Watch out for speed enforcement" according to the reception level (L1 to 5) of the radar wave. For example, in the case of reception level 1 or 2, the degree of caution is not so high, so the control unit 10 outputs the sound effect at 100% speed followed by the phrase "Watch out for speed enforcement" at 90% speech speed. In the case of reception level 3, the control unit 10 outputs the sound effect at 100% speed followed by the phrase "Watch your speed" at 100% speech speed. In the case of reception level 4 or 5, the degree of caution is high, so the control unit 10 outputs the sound effect at 100% speed followed by the phrase "Watch your speed" or "Slow down" at 120% speech speed. The control unit 10 outputs a warning voice every time the reception level changes, such as from reception level 2 to 3.

Note that reception levels 1 and 2, which set the speech rate for the latter phrases to 90%, correspond to the reception level from a radio wave source such as an automatic door. In radar detector 1, the speech rate is kept below 100% because there is a possibility of a false alarm for RD notifications at such reception levels.

The control unit 10 controls the speed of the sound effect to be 100% constant, regardless of the speaking speed of the following phrase. In this way, if the output mode of the sound effect that triggers the alarm operation is set to the exact same specifications regardless of the speaking speed of the phrase, the sound effect that signifies the start of the alarm operation can be left with a strong impression on the user, and the risk of the alarm being missed can be reduced.

Changing the speech speed of phrases as described above can change the user's impression of the speech. For example, setting a fast speech speed can create a sense of urgency, giving the impression that caution is required. In this example, the level of caution is determined according to the type of traffic monitoring activity that is the target of the alarm, and the display color of the target icon is set according to the level of caution (Figure 41). It is also possible to change the speech speed according to the display color of the target icon. For example, for traffic monitoring activities with a low level of caution and a green display color for the target icon, it is possible to apply control such as always setting a slow speech speed and not changing the speech speed.

For example, in the case of an speed camera notification, the control unit 10 changes the speech speed depending on the distance to the speed camera and whether or not the driver is speeding. The closer the distance, the faster the speech speed of the phrase following the sound effect is set, and if the driver is speeding, the speech speed of the phrase is set faster than if the driver is not speeding.
For example, in the case of a checkpoint/policy notice, the control unit 10 changes the speech rate of the phrase depending on whether the vehicle speed is 52 km/h or more or less. When the vehicle speed is 52 km/h or more, the speech rate is made faster than when the vehicle speed is less than 52 km/h.

The target approach sound in the audio settings (distance-linked speed camera sonar sound shown in Figure 63) can be selectively set to "on" or "off." When the target approach sound is set to "on," the control unit 10 outputs a sonar sound when a speed camera approaches, as shown in the figure. After the control unit 10 issues a speed camera notification when the distance to the speed camera is 1 km or 2 km and there are no other notifications, it outputs the speed camera sonar sound with an emission frequency of 1 Hz. At this time, the volume of the speed camera sonar sound is set to minus 8 dB compared to the volume of the speed camera notification. When the distance to the speed camera is 800 m and there are no other notifications, the control unit 10 changes the emission frequency of the speed camera sonar sound to 1.25 Hz.

In this way, the control unit 10 gradually increases the transmission frequency of the speed camera sonar sound according to the distance, raising it to 2.5 Hz when the distance is 200 m, and then stops outputting the speed camera sonar sound when the speed camera passes. By changing the transmission frequency of the speed camera sonar sound in this way in conjunction with the distance to the speed camera, it becomes possible to grasp the level of caution based on the speed camera sonar sound alone. Even if you miss the distance notification from the speed camera, you will be able to grasp the degree of distance from the speed camera sonar sound.

(6) System Settings In the system settings, various system settings can be made as shown in FIG.
(7) OBD Settings In the OBD settings, as shown in Fig. 65, it is possible to set each of the items of the OBD meter setting, fuel consumption information, coefficient correction, and data deletion for each screen 15. When the OBD meter is set, the vehicle information to be displayed can be selectively set from among vehicle speed, engine RPM, engine load, throttle opening, fuel level, intake manifold pressure, coolant temperature, intake temperature, outside air temperature, engine oil temperature, instantaneous fuel consumption, average fuel consumption, and current fuel consumption. For example, regarding the OBD meter, it is possible to select whether or not to set the OBD meter on each of the left and right screens 15L and 15R. The other items are as shown in the figure.

The radar detector 1 of this example configured as described above is equipped with screens 15L, R for displaying monitoring information related to traffic monitoring activities. For example, it is possible to realize a two-screen warning display pattern in which a radarscope screen is displayed on one screen 15 while a caption is displayed on the other screen 15. In this display pattern, in addition to the radarscope screen, captions indicating the type of traffic monitoring activity, etc. are displayed on the notification panel screen, thereby reducing the amount of information displayed on the radarscope screen and improving the understandability of the monitoring location information. By using multiple screens 15L, R in this way, monitoring information can be reported in an easy-to-understand manner.

The radar detector 1 also allows control to cause the operation area of the operation button 24 to blink. By blinking the operation button 24, it is possible to effectively attract the user's attention by creating a movement in the form of a change in brightness. If the user's attention can be attracted, it is possible to reduce the risk that the user will not recognize and miss the monitoring information being reported.

The radar detector 1 changes the output mode of sound information, such as an alarm voice, depending on the level of attention (degree of need for notification) of the monitoring information to be notified. By changing the output mode of sound information depending on the monitoring information, it is possible to increase the amount of information that can be output compared to when sound information is output in exactly the same output mode. For example, by changing the speech speed, information indicating a difference in the level of attention can be notified. Furthermore, differences in the output mode of sound information can be intuitively recognized by the user.
As described above, the radar detector 1 of this embodiment has excellent characteristics for reporting monitoring information related to traffic monitoring activities in an easily understandable manner.

In the radar detector 1, a storage structure is realized in which the rib is stored in a slit hole provided on the outer periphery of the substrate. In this storage structure, an abutment structure is realized between the outer periphery of the rib and the inner periphery of the slit hole in the substrate. By providing such an abutment structure, it is expected that the rigidity (particularly the torsional rigidity) of the housing (case body 2) can be improved by utilizing the strength of the substrate. The rib may be configured to stand on the bottom surface without being connected to the inner periphery side of the case 22. The through hole on the substrate side that stores such a rib may be a closed hole that does not open to the outer periphery.

In this example of the radar detector 1, the screens 15L and 15R are arranged side by side and flush with each other. As an alternative to this configuration, the positions of the screens 15L and 15R may be changed in the thickness direction (depth direction) of the case body 2. For example, the screen 15R may be arranged on the rear side of the screen 15L. Furthermore, the screens 15L and 15R may be arranged so that they overlap in the depth direction, and the screen 15 on the front side may be formed transparent. In this case, image information with a sense of depth can be displayed by the two screens overlapping in the depth direction.

In addition, it is also possible to place the screens on different sides of the dice-shaped housing. Furthermore, it is also possible to use a bracket that supports the housing so that it can be rotated. In this case, the image information visible to the user can be switched depending on the orientation of the dice-shaped housing.

It is also possible to form an inclined surface on the front of the case body 2, with the center in the left-right direction raised and positioned toward the front in the depth direction, and on both the left and right sides positioned toward the back in the depth direction. If a screen is installed on each of the inclined surfaces formed on both sides of the center in the left-right direction, for example, when a radar detector is installed in the middle of the dashboard, one screen will face the driver and the other screen will face the passenger in the passenger seat, achieving good visibility for both the driver and the passenger. In this case, it is also possible to display the same display screen on each screen. Also, if the screens have different orientations (normal directions) in this way, for example, in a situation where sunlight is reflected in one screen, it is more likely that the sunlight reflected in the other screen can be avoided.

In the radar detector 1 of this example, operation buttons 24 operated by an operation unit 315 equipped with white LEDs 315B are arranged on both the left and right sides of the screen area 15A in which the screens 15L and R are arranged. For example, the target's direction may be indicated by which operation button 24 is lit or blinking. For example, if the target is to the left of the vehicle's traveling direction, the left operation buttons 241 and 243 may be made to blink, etc., and if the target is ahead, the upper left and right operation buttons 241 and 242 may be made to blink, etc. If the direction is indicated by the blinking of the operation buttons 24, an easy-to-understand notification can be realized that allows the user to grasp the direction at a glance.

Furthermore, in the radar detector 1, five operation buttons 24 are arranged to surround the screen area. By using the five operation buttons 24 on the periphery of the screen area, it is possible to control the operation buttons 24 in the lit state so that they rotate around the screen area 15A, for example. For example, when issuing an alarm regarding traffic monitoring activities, the period at which the lit position rotates can be changed according to the level of caution, with the rotation being made faster the higher the level of caution. In this case, the user can recognize the level of caution at a glance.

The easy mode of the radar detector 1 in this example is an easy setting mode in which the standby screen of each screen 15 cannot be selected. In the easy setting, the radarscope screen is displayed on the left screen 15L, and the clock screen as the standby screen is displayed on the right screen 15R, and when the distance to the target reaches a predetermined distance, a telop 41 is displayed at the top of the clock screen (Figure 43). In this way, the display screen of each screen 15 is fixed in the easy setting of this example, but it is also good to add an intermediate easy setting mode that allows the selection of two or three types of standby screen, for example. This can meet the needs of users who feel that the easy setting of this example is not enough, but that the mode that allows all settings is too complicated. The display screen of the left screen 15L may be fixed to the radarscope screen, while the standby screen of the right screen 15R may be selectable.

The radar detector 1 of this example has a touch sensor for detecting touch operations corresponding to each operation button 24, and also has a proximity sensor for detecting hand-waving operations and the like. It is also possible to employ a capacitive touch sensor for each operation button 24 and use these touch sensors to detect hand-waving operations. In this case, it is preferable to change the detection distance of the touch sensor between a state waiting for a hand-waving operation and a state waiting for a touch operation. For example, the detection distance can be set long in the state waiting for a hand-waving operation, while after a hand-waving operation is detected, the detection distance can be brought closer to zero to reliably detect touch operations on each operation button 24.

It is also possible to navigate the operation by sequentially lighting the operation button 24 to be operated next, utilizing a configuration in which the lighting of each operation button 24 can be controlled individually. For example, various settings such as "Set dual screen warning" and "Set speech speed linked to alarms" can be displayed as a selectable list, and when one of the settings is selected, the operation buttons 24 to be operated to set that setting can be lit in sequence. In this case, the user can perform the desired setting simply by operating the lit operation buttons 24 in sequence.

The radar detector 1 of this example may also include a map display function. A map with a target icon plotted on it may be displayed on one screen, and a caption showing information about the target icon may be displayed on the other screen. For example, maps of different scales may also be displayed on multiple screens. A wide-range map display is suitable for grasping the positional relationship between the target and the vehicle, and a narrow-range map display is suitable for grasping the distance to the target with high accuracy. For example, a target icon with a specified implementation location may be displayed on a map on one screen, and a target with a specified area may be displayed on a map on the other screen. In general, targets with specified implementation locations need to be pinpointed, so plotting on a narrow-range map is appropriate, whereas targets with specified areas need to show the entire area, so a wide-range map display is appropriate.

66 to 76 are diagrams showing variations in appearance with different designs, dimensional specifications, etc.
In Figure 66, key features of the appearance include the simultaneous display of two screens by taking advantage of the dual LCDs, the wide and low form made possible by using two small LCDs, and the hard-looking design that makes extensive use of chamfered edges.
In Figure 67, key features of the appearance include the simultaneous display of two screens by taking advantage of the dual LCDs, the wide and low form possible by using two small LCDs, and the asymmetrical, hard-feeling design.
In Figure 68, key features of the appearance include the simultaneous display of two screens by taking advantage of the dual LCDs, the wide and low form possible by using two small LCDs, and the plain shape with large corner R (chamfered R of the corners).
In Figure 69, key features of the appearance include the simultaneous display of two screens by taking advantage of the dual LCDs, the wide and low form made possible by using two small LCDs, and the design with a hard feel that makes extensive use of chamfering.
In Figure 70, the key features of the appearance are the simultaneous display of two screens by taking advantage of the dual LCDs, the wide and low form possible by using two small LCDs, and the asymmetrical design with a hard feel.
In Figure 71, the key features of the appearance are the simultaneous display of two screens by taking advantage of the dual LCDs, the wide and low form possible by using two small LCDs, and the light and airy black and white coloring.
In Figure 72, the key features of the appearance are the simultaneous display of two screens by taking advantage of the dual LCDs, the wide and low form made possible by using two small LCDs, and the design with a hard feel that makes extensive use of chamfering.
In Figure 73, the key points in terms of appearance are the simultaneous display of two screens by taking advantage of the dual LCD, the wide and low form made possible by using two small LCDs, and the design that emphasizes the image of an aftermarket meter.
In Figure 74, the key features of the appearance are the simultaneous display of two screens by taking advantage of the dual LCDs, the wide and low form made possible by using two small LCDs, and the asymmetrical design with a hard feel.
In Figure 75, the key features of the appearance are the simultaneous two-screen display that makes use of the dual LCDs, the wide and low form that is possible because two small LCDs are used, and the plain shape with large corners and R.
In Figure 76, the key features of the appearance are the simultaneous display of two screens by taking advantage of the dual LCDs, the wide and low form made possible by using two small LCDs, and the design with a hard feel that makes extensive use of chamfering.
In Figure 77, the key features of the appearance are the simultaneous display of two screens by taking advantage of the dual LCDs, the wide and low form possible by using two small LCDs, and the asymmetrical design with a hard feel.

Although specific examples of the present invention have been described in detail as examples above, these specific examples merely disclose examples of the technology encompassed by the scope of the claims. Needless to say, the scope of the claims should not be interpreted in a limiting manner based on the configurations, numerical values, etc. of the specific examples. The scope of the claims encompasses technology that is a variety of modifications, changes, or appropriate combinations of the specific examples using publicly known technology or the knowledge of those skilled in the art.

REFERENCE SIGNS LIST 1 Radar detector 2 Case body 21 Front frame 22 Case 24 Operation button (operation means)
222, 223 Rib 31 First substrate 32 Second substrate 312, 322, 313, 323 Slit hole (through hole)
10 Control unit (control means)
100 Database 121 GPS receiver 122 Microwave receiver 123 Radio receiver 125 Proximity sensor 128 Barometric pressure sensor 129 Clock section 15 Screen 15A Screen area 151 Touch screen sheet 152 Liquid crystal display 152S Gap 16 Speaker 17 Memory card reader 171 Memory card 24 Operation button 315 Operation section 315A Touch sensor 315B White LED

Claims (3)

A display device;
displaying a preset standby screen in the first and second areas of the display;
An event that the distance between the location of the alarm target and the current location reaches a predetermined approach distance;
The event of receiving radar waves emitted by a radar enforcement device.
a control means for controlling, when any one of events of receiving a radio wave emitted by an emergency vehicle occurs, to display a standby screen preset in the first area and the second area, the standby screen displaying the speed of the vehicle in the first area and also in the second area, while controlling notification of information corresponding to the one event by displaying in the second area;
An apparatus having the above configuration. the standby screens preset in the first and second areas of the display device each include a character;
The device according to claim 1 , wherein the control means controls the display of a telop in a predetermined position on the standby screen in the second area so as not to overlap with the characters. The device according to claim 1 or 2, wherein the control means controls the display of the time in text on a standby screen preset in the second area, and controls the notification of the information corresponding to the one event by displaying in the second area while leaving the time displayed before and after obtaining the information corresponding to the one event.

Images