JP4131327B2 - VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE WITH VEHICLE DRIVE OPERATION ASSISTANCE DEVICE - Google Patents

Description

  The present invention relates to a driving operation assisting device for a vehicle that assists a driver's operation.

  A conventional driving operation assisting device for a vehicle changes an operation reaction force of an accelerator pedal based on a distance between the preceding vehicle and the host vehicle (for example, Patent Document 1). This device alerts the driver by increasing the reaction force of the accelerator pedal as the inter-vehicle distance decreases.

Prior art documents related to the present invention include the following.
Japanese Patent Laid-Open No. 10-166889 Japanese Patent Laid-Open No. 10-166890 JP 2000-54860 A

  In the vehicle driving operation assist device as described above, not only the current inter-vehicle distance between the host vehicle and the preceding vehicle, but also the information when the driving situation changes is transmitted to the driver, It is desired to encourage appropriate driving operations.

The driving operation assisting device for a vehicle according to the present invention includes a driving environment detection unit that detects a driving environment around the host vehicle, and a risk potential calculation unit that calculates a risk potential around the host vehicle based on a detection result by the driving environment detection unit. And the proficiency level determination means for determining the proficiency level of the driver with respect to the driving environment around the host vehicle, and the risk potential calculated by the risk potential calculation means according to the proficiency level determined by the proficiency level determination means A risk potential correction means; and an information transmission means for transmitting the risk potential corrected by the risk potential correction means to the driver . The travel environment detection means detects at least the vehicle speed, and the proficiency level determination means Deviation between the current vehicle speed detected by the detection means and the statistical value of the past vehicle speed distribution Based on determines proficiency.
The driving operation assisting device for a vehicle according to the present invention includes a driving environment detection unit that detects a driving environment around the host vehicle, and a risk potential calculation unit that calculates a risk potential around the host vehicle based on a detection result by the driving environment detection unit. And the proficiency level determination means for determining the proficiency level of the driver with respect to the driving environment around the host vehicle, and the risk potential calculated by the risk potential calculation means according to the proficiency level determined by the proficiency level determination means A risk potential correcting means; and an information transmitting means for transmitting the risk potential corrected by the risk potential correcting means to the driver. The proficiency level determining means is provided after the driving environment detected by the driving environment detecting means has changed. The proficiency level is determined based on the elapsed time.

The driving operation assisting device for a vehicle according to the present invention includes a driving environment detection unit that detects a driving environment around the host vehicle, and a risk potential calculation unit that calculates a risk potential around the host vehicle based on a detection result by the driving environment detection unit. And a proficiency level determination means for determining the proficiency level of the driver for the driving environment around the host vehicle, a first reaction force according to the risk potential calculated by the risk potential calculation means, and a proficiency level determination means. Based on the second reaction force according to the proficiency level, the operation reaction force calculation means for calculating the operation reaction force generated in the vehicle operation device operated by the driver, and the operation reaction force is generated in the vehicle operation device. operation and a reaction force generating means, proficiency level determination means, a value obtained by statistical processing and the current vehicle speed, a past vehicle speed distribution detected by (a) the running environment detecting means Deviation or (b) running environment detected by the running environment detecting means on the basis of the elapsed time from the change, determines proficiency.

The driving operation assisting device for a vehicle according to the present invention includes a driving environment detection unit that detects a driving environment around the host vehicle, and a risk potential calculation unit that calculates a risk potential around the host vehicle based on a detection result by the driving environment detection unit. A tactile information transmission means for transmitting the risk potential calculated by the risk potential calculation means to the driver via a tactile sense; a proficiency level determination means for determining the proficiency level of the driver with respect to the driving environment around the host vehicle; Display means for displaying the risk potential calculated by the risk potential calculation means and the determination result of the proficiency level by the proficiency level determination means; the proficiency level determination means is (a) a current state detected by the driving environment detection means Deviation between the vehicle speed of the vehicle and the value obtained by statistically processing the past vehicle speed distribution, or (b) by the traveling environment detection means Traveling environment issued on the basis of the elapsed time from the change, determines proficiency.

  The risk potential around the host vehicle is corrected according to the level of proficiency with the driving environment around the host vehicle, and the corrected risk potential is communicated to the driver. This alerts the driver to the driving environment around the host vehicle. Appropriate driving operations can be encouraged.

  An operation reaction force is generated in the vehicle operating device based on the first reaction force according to the risk potential around the host vehicle and the second reaction force according to the driver's familiarity with the driving environment around the host vehicle. Therefore, it is possible to make the driver intuitively recognize this information and prompt an appropriate driving operation.

  Since the risk potential around the host vehicle and the level of proficiency with respect to the driving environment around the host vehicle are displayed, this information can be reliably transmitted to the driver.

<< First Embodiment >>
A vehicle operation assistance device according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a system diagram showing a configuration of a vehicle driving assistance device 1 according to the first embodiment of the present invention, and FIG. 2 is a configuration diagram of a vehicle on which the vehicle driving assistance device 1 is mounted. .

  First, the configuration of the vehicle driving assistance device 1 will be described. The laser radar 10 is attached to a front grill part or a bumper part of the vehicle, and scans the front area of the vehicle by irradiating infrared light pulses in the horizontal direction. The laser radar 10 measures the reflected wave of the infrared light pulse reflected by a plurality of reflectors in front (usually the rear end of the front vehicle), and determines the distance between the plurality of front vehicles from the arrival time of the reflected wave. Detect the distance and its direction. The detected inter-vehicle distance and presence direction are output to the controller 60. In the present embodiment, the presence direction of the front object can be expressed as a relative angle with respect to the host vehicle. The forward area scanned by the laser radar 10 is about ± 6 deg with respect to the front of the host vehicle, and a forward object existing within this range is detected.

  The front camera 20 is a small CCD camera, a CMOS camera, or the like attached to the upper part of the front window, and detects the state of the front road as an image and outputs it to the controller 60. The detection area by the front camera 20 is about ± 30 deg in the horizontal direction, and the front road scenery included in this area is captured as an image. The vehicle speed sensor 30 detects the vehicle speed of the host vehicle by measuring the number of wheel rotations and the number of rotations on the output side of the transmission, and outputs the detected host vehicle speed to the controller 60.

  The controller 60 is composed of a CPU and CPU peripheral components such as a ROM and a RAM, and controls the vehicle driving assistance device 1 as a whole. FIG. 3 is a block diagram showing the internal and peripheral configuration of the controller 60. The controller 60 configures an obstacle situation recognition unit 60A, a risk potential calculation unit 60B, a determination unit 60C, a stimulus amount calculation unit 60D, and a proficiency level estimation unit 60F, for example, depending on the software form of the CPU.

  The controller 60 determines the traveling environment around the host vehicle, that is, the obstacle, from the host vehicle speed input from the vehicle speed sensor 30, the distance information input from the laser radar 10, and the image information around the vehicle input from the front camera 20. Detect the situation. Note that the controller 60 performs image processing on the image information from the front camera 20 and detects an obstacle situation around the host vehicle. Here, as the obstacle situation around the host vehicle, the distance between the preceding vehicle traveling in front of the host vehicle, the vehicle speed of the preceding vehicle, and the left and right positions of the host vehicle with respect to the lane identification line (lane marker) and the guard rail (relative position and Angle) and the shape of lane markers and guardrails.

  The controller 60 calculates the risk potential of the host vehicle for each obstacle based on the detected obstacle situation, and performs accelerator pedal reaction force control according to the risk potential as will be described later. Furthermore, the controller 60 detects changes in the driving situation and driving environment around the host vehicle, and estimates the driver's proficiency level with respect to changes in the driving situation and driving environment. The controller 60 transmits the estimated proficiency level together with the risk potential to the driver as an accelerator pedal reaction force.

  As shown in FIG. 4, a servo motor 81 and an accelerator pedal stroke sensor 83 are incorporated in the link mechanism of the accelerator pedal 82. The accelerator pedal reaction force control device 80 controls the torque generated by the servo motor 81 in response to a command from the controller 60. The servo motor 81 controls the reaction force generated according to the command value from the accelerator pedal reaction force control device 80, and can arbitrarily control the pedaling force generated when the driver operates the accelerator pedal 82. The accelerator pedal stroke sensor 83 detects the operation amount of the accelerator pedal 82 converted into the rotation angle of the servo motor 81 through the link mechanism, that is, the accelerator pedal stroke amount.

  Note that the normal accelerator pedal reaction force characteristic when the accelerator pedal reaction force control is not performed is set, for example, such that the accelerator pedal reaction force increases linearly as the accelerator pedal stroke amount increases. The normal accelerator pedal reaction force characteristic can be realized by the spring force of the torsion spring 84 provided at the center of rotation of the accelerator pedal 82, for example.

Next, the operation of the vehicular driving assist device 1 according to the first embodiment will be described. First, the outline will be described.
In the obstacle state recognition unit 60A, the controller 60 determines the traveling vehicle speed of the host vehicle, the relative position of the host vehicle and the preceding vehicle existing in front of the host vehicle, the moving direction thereof, the relative position of the host vehicle with respect to the lane marker and the guard rail, and the like. Recognize obstacles around your vehicle. The risk potential calculation unit 60B obtains the risk potential of the host vehicle for each obstacle based on the obstacle situation recognized by the obstacle situation recognition unit 60A.

  The proficiency level estimation unit 60F detects changes in the driving situation and driving environment around the host vehicle, and estimates the driver's proficiency level with respect to the changes. Here, the degree of proficiency is defined as how much the driver has become accustomed to the changed driving conditions and driving environment when the driving conditions and driving environment around the host vehicle change. The proficiency level estimation unit 60F estimates the proficiency level of the driver based on the past vehicle speed distribution of the host vehicle and the current vehicle speed.

  The determination unit 60C determines the proficiency level estimated by the proficiency level estimation unit 60F and determines how to transmit the risk potential calculated by the risk potential calculation unit 60B to the driver. The stimulus amount calculation unit 60D calculates the stimulus amount to be transmitted to the driver based on the risk potential calculated by the risk potential calculation unit 60B and the determination result of the determination unit 60C. Here, the stimulus amount is a physical amount for transmitting the risk potential to the driver via the sense of touch, and specifically, is a reaction force control amount of the accelerator pedal 82. The reaction force control amount calculated by the stimulus amount calculation unit 60D is output to the accelerator pedal reaction force control device 80 as a reaction force command value. The accelerator pedal reaction force control device 80 performs accelerator pedal reaction force control according to the reaction force command value.

  In this way, in a system that transmits the risk potential calculated from the traveling environment around the host vehicle to the driver by, for example, the accelerator pedal reaction force, the accelerator pedal 82 is an operating device that the driver directly touches and operates. Therefore, the risk potential can be transmitted to the driver by stimulating the driver's sense of touch via the accelerator pedal 82. That is, the driver can intuitively recognize information through the sense of touch.

  When the driving situation and driving environment around the host vehicle change greatly, the driver needs to quickly get used to the changed situation. For example, when the own vehicle gets off from an expressway to a general road, it is necessary to pay attention to the presence of pedestrians by grasping that the situation has changed. In this case, an unfavorable driving operation may be performed unless the driver himself is conscious of getting used to the changed situation quickly.

  Therefore, in the first embodiment, the driver's proficiency level for the driving situation and driving environment around the host vehicle is estimated, and the tactile sensation is obtained by using the estimated result of the proficiency level as the accelerator pedal reaction force along with the risk potential around the host vehicle. To the driver via

  Below, operation | movement of the driving operation assistance apparatus 1 for vehicles in 1st Embodiment is demonstrated in detail using FIG. FIG. 5 is a flowchart illustrating a processing procedure of driving assistance control processing by the controller 60 according to the first embodiment. This process is continuously performed at regular intervals, for example, every 50 msec.

  In step S110, the driving environment around the host vehicle detected by the laser radar 10, the front camera 20, and the vehicle speed sensor 30 is read. In step S120, the obstacle recognizing unit 60A recognizes the obstacle situation around the host vehicle from the traveling environment read in step S110. The obstacle status recognized here is the relative distance D to the obstacle existing around the host vehicle, the relative speed Vr, the host vehicle speed Vf, and the like.

  In step S130, the risk potential calculation unit 60B calculates a risk potential RP around the host vehicle based on the obstacle situation recognized in step S120. In order to calculate the risk potential RP, first, a margin time TTC and an inter-vehicle time THW between the host vehicle and an obstacle, for example, a preceding vehicle are calculated.

The margin time TTC is a physical quantity indicating the current degree of proximity of the host vehicle with respect to the preceding vehicle. The allowance time TTC is a value indicating how many seconds later the inter-vehicle distance D becomes zero and the host vehicle and the preceding vehicle come into contact with each other when the current traveling state continues, that is, when the host vehicle speed Vf and the relative vehicle speed Vr are constant. It is. The margin time TTC is obtained by the following (Equation 1).
TTC = −D / Vr (Formula 1)

  The smaller the margin time TTC value, the closer the contact with the preceding vehicle, and the greater the degree of approach to the preceding vehicle. For example, when approaching a preceding vehicle, it is known that most drivers start a deceleration action before the margin time TTC becomes 4 seconds or less.

The inter-vehicle time THW is an effect when it is assumed that the degree of influence on the margin time TTC due to a change in the vehicle speed of the assumed vehicle ahead, that is, the relative vehicle speed Vr changes when the host vehicle is following the preceding vehicle. It is a physical quantity indicating the degree. The inter-vehicle time THW is expressed by the following (Formula 2).
THW = D / Vf (Formula 2)

  The inter-vehicle time THW is obtained by dividing the inter-vehicle distance D by the own vehicle speed Vf, and indicates the time until the own vehicle reaches the current position of the preceding vehicle. The greater the inter-vehicle time THW, the smaller the predicted influence level with respect to the surrounding environment change. That is, when the inter-vehicle time THW is large, even if the vehicle speed of the preceding vehicle changes in the future, the degree of approach to the preceding vehicle is not greatly affected, and the margin time TTC does not change so much. When the host vehicle follows the preceding vehicle, the inter-vehicle time THW can be calculated using the preceding vehicle speed instead of the host vehicle speed Vf in (Equation 2).

Next, the risk potential RP for the preceding vehicle is calculated using the margin time TTC and the inter-vehicle time THW calculated as described above. The risk potential RP can be calculated by the following (Formula 3).
RP = a / THW + b / TTC (Formula 3)
Here, the constants a and b are parameters for appropriately weighting the inter-vehicle time THW and the margin time TTC, respectively. The constants a and b are appropriately set in advance so that a <b (for example, a = 1, b = 8).

In step S140, the stimulus amount calculation unit 60D calculates the reference reaction force control amount F1 according to the risk potential RP calculated in step S130. The reference reaction force control amount F1 is proportional to the risk potential RP, and can be calculated by, for example, (Equation 4) below.
F1 = k1 · RP (Formula 4)
Here, k1 is a constant, and an appropriate value is set in advance.

  The stimulus amount calculation unit 60D calculates the reaction force control amount dF from the reference reaction force control amount F1 corresponding to the risk potential RP and the corrected reaction force control amount F2 calculated as described later according to the driver's proficiency level. calculate. Before describing the process for calculating the reaction force control amount dF, the process for estimating the proficiency level and the process for calculating the corrected reaction force control amount F2 will be described.

In step S210, the proficiency level estimation unit 60F calculates the average value Vave of the host vehicle speed Vf and the standard deviation Vstd of the host vehicle speed Vf in the past predetermined time Δt. It is assumed that the host vehicle speed Vf detected in step S110 is stored in the memory of the controller 60 each time it is detected. Specifically, the proficiency level estimation unit 60F calculates the moving average Vave of the vehicle speed Vf using the data of the vehicle speed Vf detected during the past Δt time (for example, 1 minute). The data used here are N samples of Vf (0), Vf (1), Vf (2)..., Vf (N−1). The vehicle speed average value Vave is calculated using the following (Formula 5).
Vave = ΣVf (k) / N (k = 0 to N−1) (Formula 5)

Furthermore, the standard deviation Vstd of the past own vehicle speed Vf (k) with respect to the vehicle speed average value Vave is calculated using the following (Formula 6).
Vstd = √ (Σ (Vf (k) −Vave) ² / N) (Expression 6)

In step S220, a 75% ile section of the vehicle speed average value Vave is calculated based on the vehicle speed average value Vave and the standard deviation Vstd calculated in step S210. When the 75% ile section of the vehicle speed average value Vave is expressed as Va_l to Va_h, Va_l and Va_h can be calculated by the following (Expression 7) and (Expression 8), respectively.
Va_l = Vave−0.67 × Vstd (Expression 7)
Va_h = Vave + 0.67 × Vstd (Equation 8)

  FIG. 6 shows temporal changes of the vehicle speed Vf, the vehicle speed average value Vave, and the 75% ile section of the vehicle speed average value Vave. FIG. 6 shows that the host vehicle speed Vf starts to decrease around time t = t1, and has shifted from a state of traveling at a high speed to a state of traveling at a low speed, that is, the traveling state has changed.

In step S230, the current vehicle speed Vf detected in step S110 is compared with the 75% ile section of the vehicle speed average value Vave calculated in step S220, and the vehicle speed Vf and the 75% ile section of the vehicle speed average value Vave are compared. The difference ΔV is calculated. Here, the difference between the lower limit value Va_l and the upper limit value Va_h of the 75% ile section of the vehicle speed average value Vave and the current host vehicle speed Vf is calculated, and the smaller calculated value is defined as the vehicle speed difference ΔV. The vehicle speed difference ΔV is expressed by the following (formula 9).
ΔV = min (| Vf−Va_l |, | Vf−Va_h |) (Equation 9)

  The larger the vehicle speed difference ΔV, the greater the current own vehicle speed Vf is far from the past vehicle speed average value Vave. Accordingly, the proficiency level estimation unit 60F estimates that the greater the vehicle speed difference ΔV, the less familiar the driving situation after the change and the lower the proficiency level of the driver.

  In step S240, a corrected reaction force control amount F2 is calculated based on the vehicle speed difference ΔV calculated in step S230. FIG. 7 shows the relationship between the vehicle speed difference ΔV and the corrected reaction force control amount F2. As shown in FIG. 7, the corrected reaction force control amount F2 increases as the vehicle speed difference ΔV increases. That is, as the vehicle speed difference ΔV is larger and the skill level of the driver is lower, the correction reaction force control amount F2 additionally generated in the accelerator pedal 82 is increased. When the vehicle speed difference ΔV is equal to or smaller than the minimum value ΔV1, the corrected reaction force control amount F2 is set to 0. When the vehicle speed difference ΔV exceeds the maximum value ΔV2, the correction reaction force control amount F2 is fixed to the maximum value F2max.

  Thus, as shown in FIG. 6, after the own vehicle speed Vf starts to decrease at time t = t1, when the vehicle speed difference ΔV exceeds the minimum value ΔV1 at time t = t2, the corrected reaction force control amount F2 starts to be generated. . As the driver gets used to the changed driving environment and the vehicle speed difference ΔV decreases, the corrected reaction force control amount F2 also decreases. When the vehicle speed difference ΔV becomes equal to or less than the minimum value ΔV1 at time t = t3, the corrected reaction force control amount F2 becomes zero.

In step S150, the stimulus amount calculation unit 60D calculates the reaction force control amount dF using the reference reaction force control amount F1 calculated in step S140 and the corrected reaction force control amount F2 calculated in step S240. The reaction force control amount dF is calculated by the following (Equation 10).
dF = F1 + F2 (Equation 10)

  In a succeeding step S151, it is determined whether or not the calculated reaction force control amount dF is larger than zero. When the reaction force control amount dF exceeds 0, the process proceeds to step S152, and the reaction force control amount dF is set as the actual reaction force control amount Fact that is actually generated by the accelerator pedal 82. On the other hand, if the reaction force control amount dF is 0 or less, the process proceeds to step S153, where 0 is set as the actual reaction force control amount Fact. Thus, by setting the actual reaction force control amount Fact to be 0 or more, the reaction force is generated only in the direction in which the accelerator pedal 82 is released, that is, the direction in which the accelerator pedal 82 is pushed back when the accelerator pedal 82 is depressed. be able to.

  In step S160, the actual reaction force control amount Fact set in step S152 or S153 is output to the accelerator pedal reaction force control device 80. The accelerator pedal reaction force control device 80 controls the accelerator pedal reaction force according to a command from the controller 60, and transmits the risk potential RP around the host vehicle and the proficiency level of the driver to the driver as tactile information.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) The controller 60 calculates the risk potential RP around the host vehicle from the running environment around the host vehicle, and determines the driver's proficiency with respect to the running environment around the host vehicle. The controller 60 corrects the risk potential according to the determination result of the proficiency level, and transmits the corrected risk potential to the driver via a tactile sense. In this way, the proficiency level for changes in the driving environment is communicated to the driver via the tactile sensation along with the risk potential RP, so be aware of the driving environment after the change while notifying the risk potential RP around the host vehicle. Can be aroused. In the first embodiment, instead of directly correcting the risk potential RP, the reaction force control amount dF calculated using the risk potential RP is corrected. However, it is of course possible to directly correct the risk potential RP. That is, since the reaction force control amount dF is calculated based on the risk potential RP, the same effect can be obtained by correcting the risk potential RP or correcting the reaction force control amount dF according to the determination result of the proficiency level. Can be obtained.
(2) The controller 60 controls an operation reaction force generated in the vehicle operating device according to the risk potential RP corrected according to the proficiency level, and drives the risk potential RP and the proficiency level determination result via the sense of touch. Communicate to the person. Specifically, the accelerator pedal 82 is caused to generate a reaction force control amount dF calculated from the reference reaction force control amount F1 corresponding to the risk potential RP and the corrected reaction force control amount F2 based on the proficiency level. For example, when the proficiency level for the travel environment after the change is low, a larger reaction force control amount dF is generated than when the proficiency level is high. Thereby, when the driver is not used to the changed driving environment, attention can be drawn through the sense of touch.
(3) The controller 60 determines the proficiency level based on the host vehicle speed Vf and the past vehicle speed distribution. Specifically, the moving average Vave of the past own vehicle speed Vf is calculated, and the proficiency level is determined based on the difference ΔV between the 75% ilt section of the average vehicle speed Vave and the current own vehicle speed Vf. When the vehicle speed difference ΔV is large, it is determined that the host vehicle speed Vf is far from the past average vehicle speed due to, for example, a change in road type, and the driver is not used to the environmental change. As described above, by using the past vehicle speed distribution and the current host vehicle speed Vf, it is possible to accurately determine the proficiency level for the driving environment.

<< Second Embodiment >>
Below, the driving operation assistance device for a vehicle according to the second embodiment of the present invention will be described. FIG. 8 is a system diagram showing the configuration of the vehicle driving operation assistance device 2 according to the second embodiment, and FIG. 9 is a configuration diagram of a vehicle equipped with the vehicle driving operation assistance device 2. FIG. 10 shows a block diagram of the internal and peripheral configuration of the controller 61 of the vehicle driving operation assistance device 2. 8 to 10, parts having the same functions as those of the first embodiment shown in FIGS. 1 to 3 are denoted by the same reference numerals. Here, differences from the first embodiment will be mainly described.

  In the second embodiment, as in the first embodiment described above, the risk potential RP is calculated based on the travel environment around the host vehicle, and the change in the travel environment and the travel situation around the host vehicle is performed. Estimate the driver's proficiency level. Then, the risk potential RP and the proficiency level of the driver are transmitted to the driver as an accelerator pedal reaction force through the sense of touch. Furthermore, the risk potential RP and the proficiency level are provided to the driver as visual information.

  For this reason, the controller 61 in the second embodiment further includes a display amount calculation unit 60E. The display amount calculation unit 60E determines the display amount, that is, the display contents of the risk potential RP and the proficiency level, based on the risk potential RP calculated by the risk potential calculation unit 60B and the determination result of the determination unit 60C. The display device 110 includes, for example, a liquid crystal monitor, and performs display according to the display content determined by the display amount calculation unit 60E.

  11A to 11C and FIGS. 12A to 12C show display examples of the risk potential RP and the proficiency level displayed on the display device 110. FIG. 11A to 11C show display examples when the driver's proficiency level is low, and FIGS. 12A to 12C show display examples when the proficiency level is high.

  As shown in FIGS. 11 (a) and 12 (a), when a preceding vehicle is not detected by a sensor such as the laser radar 10, the lower part of the display monitor and between the line B representing the lane marker of the own lane The host vehicle A is displayed. The host vehicle A is represented by a pentagon, for example. At this time, nothing is displayed in front of the host vehicle A, that is, above the display monitor, indicating that there is no preceding vehicle.

  As shown in FIGS. 11 (b) (c) and 12 (b) (c), when a preceding vehicle is detected, the preceding vehicle C lights in front of the host vehicle A, that is, above the display monitor. And displayed on the display monitor together with the own vehicle A. The preceding vehicle C is represented by a pentagon like the host vehicle A, for example. The display position of the preceding vehicle C corresponds to the inter-vehicle distance between the host vehicle and the preceding vehicle. For example, when the inter-vehicle distance is long, the preceding vehicle C is displayed at a position far from the host vehicle A as shown in FIG. 11B or 12B. On the other hand, when the inter-vehicle distance is short, the preceding vehicle C is displayed at a position close to the host vehicle A as shown in FIG. 11 (c) or FIG. 12 (c).

  Further, the space between the host vehicle A and the preceding vehicle C is used as a display area for the risk potential RP, and the risk potential RP is displayed as a bar in stages. Specifically, the size of the risk potential RP is represented by the number of bars, and the number of bars to be displayed is increased as the risk potential RP increases. The entire display of the risk potential RP is represented as a trapezoid whose width increases as the distance from the host vehicle A increases, and the width and height on the preceding vehicle C side increase as the risk potential RP increases.

  When the driver's proficiency level with respect to the driving environment and driving conditions is low, the background, that is, the road between the lane markers B is displayed in a light color to improve the visibility, as shown in FIGS. indicate. For example, the brightness or hue of the background color is lowered with respect to the display colors of the preceding vehicle C and the risk potential RP, and the contrast between the preceding vehicle C and the risk potential RP and the background color is increased. Thereby, the display of the preceding vehicle C and the risk potential RP is made conspicuous.

  On the other hand, when the driver's proficiency level is high, the luminance or hue of the background color between the lane markers B is increased as shown in FIGS. That is, the background is displayed in a dark color, and the contrast between the display of the preceding vehicle C and the risk potential RP and the background color is made smaller than when the proficiency level is low.

  In addition, it is desirable to change the color of the own vehicle A and the preceding vehicle C so that the own vehicle A and the preceding vehicle C can be easily distinguished on the display monitor. For example, the preceding vehicle C is displayed in a darker color than the host vehicle A, that is, a conspicuous color with high visibility, and the risk potential RP is displayed in the same color as the preceding vehicle C. However, when the background is displayed in a light color with a low level of proficiency, it is desirable that the display of the host vehicle A together with the preceding vehicle C and the risk potential RP is conspicuous. Further, when a preceding vehicle is detected, the display position of the preceding vehicle C can be fixed on the display monitor regardless of the inter-vehicle distance to the preceding vehicle.

  Below, operation | movement of the driving assistance device 2 for vehicles by 2nd Embodiment is demonstrated in detail using FIG. FIG. 13 is a flowchart illustrating a processing procedure of driving assistance control processing according to the second embodiment. This process is continuously performed at regular intervals, for example, every 50 msec.

  The accelerator pedal reaction force control process in steps S310 to S360 is the same as the process in steps S110 to S160 shown in the flowchart of FIG. 5 of the first embodiment described above. Further, the proficiency level estimation process and the correction reaction force control amount F2 calculation process in steps S410 to S440 are the same as the processes in S210 to S240 of FIG.

  In step S441, the determination unit 60C determines whether or not the corrected reaction force control amount F2 calculated according to the driver's proficiency level in step S440 is greater than zero. If the corrected reaction force control amount F2 is greater than 0, that is, if the proficiency level is low, the process proceeds to step S442. In step S442, it is determined that the background is displayed in a light color on the display monitor. On the other hand, when the corrected reaction force control amount F2 is 0 or less, that is, when the proficiency level is high, the process proceeds to step S443. In step S443, it is determined that the background is displayed in a dark color on the display monitor.

  In step S450, the display amount calculation unit 60E determines the display amount, that is, the display content of the risk potential RP, based on the risk potential RP calculated in step S330 and the background color determined in step S442 or S443. In step S460, the display amount calculated in step S450 is output to display device 110. The display device 110 displays the display contents corresponding to the command from the controller 60 on the display monitor as shown in FIGS. 11A to 11C or FIGS. 12A to 12C, for example. The risk potential RP is transmitted to the driver as visual information together with the driver's proficiency level. Thus, the current process is terminated.

As described above, in the second embodiment described above, the following operational effects can be obtained in addition to the effects of the first embodiment described above.
(1) The vehicle driving operation assisting device 2 further includes a display device 110, and transmits the driver's proficiency level with respect to the traveling environment to the driver as visual information. Thereby, when the driver is not used to the changed driving environment, the driver's attention can be alerted via the visual information. At this time, the accelerator pedal reaction force is also controlled according to the proficiency level, so the driver can recognize the changes in the driving environment through visual and tactile senses and be conscious of the driving operation suitable for the changed driving environment. Can be done.
(2) The controller 61 controls the display color, size, or blinking state on the display device 110 according to the proficiency level determination result. For example, as shown in FIGS. 11A to 11C, when the proficiency level is low, the background is displayed in a light color to increase the contrast with the preceding vehicle C and the risk potential RP, and FIGS. ) If the proficiency level is high as shown in (2), the background is displayed in a dark color to reduce the contrast. In this way, by changing the display content according to the proficiency level, the driver's attention can be alerted via vision. Instead of changing the background color according to the proficiency level, for example, the preceding vehicle C and the risk potential RP can be blinked or their display can be enlarged. Alternatively, the change in display color and size and blinking can be combined.
(3) The risk monitor PR is also displayed on the display monitor of the display device 110. As a result, the risk potential RP around the host vehicle can be reliably transmitted to the driver through vision as well as the proficiency level.

<< Third Embodiment >>
Below, the driving operation assistance apparatus for vehicles by the 3rd Embodiment of this invention is demonstrated. FIG. 14 is a block diagram showing the configuration of the vehicle driving assistance device 3 according to the third embodiment. 14, parts having the same functions as those of the second embodiment shown in FIG. 10 are denoted by the same reference numerals.

  In the third embodiment, similarly to the second embodiment described above, the risk potential RP around the host vehicle and the driver's proficiency level with respect to changes in the driving environment are displayed on the display device 110 as visual information. On the other hand, the proficiency level is not transmitted via the sense of touch. That is, the controller 62 calculates the reaction force control amount dF using only the reference reaction force control amount F1 corresponding to the risk potential RP without using the corrected reaction force control amount F2 corresponding to the proficiency level.

  Thereby, the reaction force control amount dF can be calculated by a simple calculation formula. Since the reaction force corresponding to only the risk potential RP around the host vehicle is generated in the accelerator pedal 82, the driver can easily recognize what the accelerator pedal reaction force is generated for. In addition, since the degree of proficiency with respect to changes in the driving environment is transmitted as visual information, the driver's attention can be alerted. Note that the correction reaction force control amount F2 does not need to be calculated because the correction reaction force control amount F2 is not used when calculating the reaction force control amount dF. When the corrected reaction force control amount F2 is not calculated, the determination unit 60C can determine the background color of the display monitor based on, for example, whether the vehicle speed difference ΔV exceeds the minimum value ΔV1.

<< Fourth Embodiment >>
The vehicle driving operation assistance device according to the fourth embodiment of the present invention will be described below. FIG. 15 is a block diagram showing the configuration of the vehicle driving operation assisting device 4 according to the fourth embodiment, particularly the configuration inside and around the controller 63. In FIG. 15, parts having the same functions as those in the second embodiment shown in FIG. Here, differences from the second embodiment will be mainly described.

  In the fourth embodiment, a method for estimating the level of proficiency of the driver with respect to changes in the driving situation and driving environment around the host vehicle is different from that in the second embodiment. Specifically, when the controller 63 detects a change in the driving environment of the host vehicle, the driver is not used to the changed driving environment for a certain period of time after the change is detected, that is, is not familiar. Is determined.

  Here, the change of the driving environment used for the determination of the proficiency level is, for example, that the type of road on which the host vehicle is driving has changed and that the preceding vehicle has been replaced. In order to detect a change in the road type, the vehicle driving assistance device 4 further includes a road information database 40. The road information database 40 is a memory that stores road type information such as whether the road on which the vehicle is traveling is an expressway or a general road. The controller 63 acquires, from the road information database 40, information on the road type corresponding to the current position of the host vehicle detected from a GPS signal or the like in a navigation system (not shown), for example.

  The replacement of the preceding vehicle is detected from a detection value by a sensor such as the laser radar 10, the front camera 20, or the vehicle speed sensor 30. For example, when the distance between the host vehicle and the preceding vehicle detected by the laser radar 10 changes abruptly, it can be determined that the preceding vehicle has been replaced.

  Below, operation | movement of the driving assistance device 4 for vehicles by 4th Embodiment is demonstrated using FIG. FIG. 16 is a flowchart illustrating a processing procedure of the driving operation assist control processing according to the fourth embodiment. This process is continuously performed at regular intervals, for example, every 50 msec.

The processing procedure of the accelerator pedal reaction force control in steps S510 to S560 is the same as the processing in steps S110 to S160 shown in the flowchart of FIG. 5 of the second embodiment. However, in step S550, the stimulus amount calculation unit 60D uses the reference reaction force control amount F1 corresponding to the risk potential RP and the reaction force control amount F3 corresponding to the proficiency level calculated as described later. The quantity dF is calculated. That is, the reaction force control amount dF is expressed by the following (formula 11).
dF = F1 + F3 (Formula 11)

  In step S610, road type information corresponding to the current position of the host vehicle detected from a GPS signal or the like in a navigation system (not shown) is acquired from the road information database 40. It is assumed that information regarding the road type acquired before the previous processing cycle is stored in the memory of the controller 63.

  In step S620, the proficiency level estimation unit 60F determines whether or not the traveling environment around the host vehicle has changed based on the obstacle status recognized in step S520 and the information regarding the road type acquired in step S610. If the road type information of the previous cycle stored in the memory of the controller 63 is different from the road information acquired in the current cycle, for example, if the own vehicle gets off the expressway to a general road and the road type changes, step S621 is performed. Proceed to Further, when it is detected from the detection value of the sensor that the preceding vehicle has been replaced, the process proceeds to step S621. In step S621, the timer of elapsed time ΔT representing the elapsed time since the traveling environment changed is reset to zero. On the other hand, if the traveling environment has not changed, the process proceeds to step S622, and the timer for the elapsed time ΔT since the traveling environment has changed is counted up.

  In step S630, the corrected reaction force control amount F3 is calculated using the elapsed time ΔT. FIG. 17 shows the relationship between the elapsed time ΔT and the corrected reaction force control amount F3. As shown in FIG. 17, the corrected reaction force control amount F3 immediately after the travel environment changes (ΔT = 0) is the maximum value F3max, and the corrected reaction force control amount F3 decreases as the elapsed time ΔT increases. When the elapsed time ΔT exceeds the predetermined value ΔT1, the corrected reaction force control amount F3 becomes zero. In this way, until the predetermined time ΔT1 has elapsed since the travel environment changed, it is determined that the driver is not used to the travel environment after the change, and the reaction force generated in the accelerator pedal 82 is increased. When a predetermined time ΔT1 or more has elapsed since the driving environment changed, the driver is determined to have become accustomed to the changed driving environment, the correction reaction force control amount F3 is set to 0, and the reaction force control amount according to only the risk potential RP. dF is generated in the accelerator pedal 82.

  In step S631, it is determined whether or not the corrected reaction force control amount F3 is greater than 0 in order to determine the background color on the display monitor. If the corrected reaction force control amount F3 is greater than 0 and the driver is not familiar with the changed driving environment, the process proceeds to step S632 and it is determined that the background color is displayed in a light color. On the other hand, when the corrected reaction force control amount F3 is 0 or less and the driver is familiar with the changed driving environment, the process proceeds to step S633 and it is determined that the background color is displayed in a dark color.

  In step S640, the display amount calculation unit 60E calculates the display amount based on the risk potential RP and the background color determined in step S632 or S633. In step S650, the display amount calculated in step S640 is output to display device 110. Display examples of the risk potential RP and the proficiency level on the display device 110 are the same as those in the second embodiment shown in FIGS. 11 (a) to 11 (c) or FIGS. 12 (a) to 12 (c).

Thus, in the fourth embodiment described above, the following operational effects can be obtained in addition to the effects of the second embodiment described above.
The controller 63 determines the proficiency level based on the elapsed time ΔT after the traveling environment around the host vehicle changes. For example, it is determined that the driver is not used to the changed driving environment until a predetermined time ΔT1 elapses after the driving environment changes. Thereby, a proficiency level can be determined by a simple method. Further, while the driver is not familiar with the driving environment, a correction reaction force control amount F3 corresponding to the familiarity, that is, the elapsed time ΔT, is additionally generated in the accelerator pedal 82. Can call attention.

<< Fifth Embodiment >>
Below, the driving assistance device for vehicles by the 5th embodiment of the present invention is explained. FIG. 18 is a block diagram showing the configuration of the vehicle driving operation assisting device 5 according to the fifth embodiment, particularly the configuration inside and around the controller 64. 18, parts having the same functions as those in the fourth embodiment shown in FIG. 15 are denoted by the same reference numerals. Here, differences from the fourth embodiment will be mainly described.

  In the fifth embodiment, similarly to the above-described fourth embodiment, it is detected whether or not the type of road on which the host vehicle is traveling has changed, and based on the elapsed time since the road type has changed. To determine the driver's proficiency level for the driving environment. If the user is unskilled, the display on the display monitor blinks, and the blinking cycle is changed according to the degree of proficiency.

  Further, the controller 64 additionally causes the accelerator pedal 82 to generate a reaction force calculated based on the operation speed of the accelerator pedal 82 (hereinafter referred to as a viscous reaction force) according to the degree of proficiency. Specifically, the corrected reaction force control amount F4 is calculated using the proficiency level and the viscous reaction force, and the accelerator pedal is calculated from the corrected reaction force control amount F4 and the reference reaction force control amount F1 corresponding to the risk potential RP. A reaction force control amount dF of 82 is calculated. However, in the fifth embodiment, the corrected reaction force control amount F4 is made smaller as the proficiency level is lower. A method for calculating the reaction force control amount dF will be described later.

  Below, operation | movement of the driving assistance device 5 for vehicles by 5th Embodiment is demonstrated using FIG. FIG. 19 is a flowchart illustrating a processing procedure of driving assistance control processing according to the fifth embodiment. This process is continuously performed at regular intervals, for example, every 50 msec.

  The processing in steps S710 to S740 is the same as the processing in steps S510 to S540 shown in the flowchart of FIG. 16 in the fourth embodiment. However, in step S710, the operation amount S of the accelerator pedal 82 detected by the accelerator pedal stroke sensor 83 is also read.

  First, the proficiency level calculation process and the display control process after step S810 will be described. In step S810, the proficiency level estimation unit 60F acquires information on the road type corresponding to the current position of the host vehicle detected by the navigation system (not shown) from the road information database 40. In step S820, it is determined whether or not the type of road on which the vehicle travels has changed. If the road type has changed, the process advances to step S821 to reset the timer for the elapsed time ΔT from when the traveling environment has changed to 0. On the other hand, if the road type has not changed, the process proceeds to step S822, and the timer of the elapsed time ΔT since the traveling environment has changed is counted up.

  In step S830, using the elapsed time ΔT calculated in step S821 or S822, the driver's proficiency with respect to the changed driving environment is estimated. Specifically, a proficiency level L corresponding to the elapsed time ΔT is calculated. FIG. 20 shows the relationship between the elapsed time ΔT after the environmental change and the proficiency level L. As shown in FIG. 20, immediately after the driving environment changes (ΔT = 0), the proficiency level L suddenly increases from 0, and gradually approaches the proficiency level L = 1 as the elapsed time ΔT increases. When the elapsed time ΔT exceeds the predetermined value ΔT2, the proficiency level L is fixed to 1. The proficiency L is 0 ≦ L ≦ 1.

  In step S840, the blinking cycle of the display on the display monitor is calculated based on the proficiency level L calculated in step S830. FIG. 21 shows the relationship between the proficiency level L and the blinking period Δs. As shown in FIG. 21, when the proficiency level L is greater than or equal to a predetermined value L1, it is lit without flashing. When the proficiency level L becomes lower than the predetermined value L1, it starts to flash, and as the proficiency level L becomes lower, the flashing period Δs becomes shorter. FIGS. 22A and 22B show examples of lighting states when the blinking period Δs is long and short. For example, as the proficiency level L increases, the blinking period Δs becomes longer, and the lighting time becomes longer as shown in FIG. When the proficiency level L is low, the blinking period Δs is shortened, and the lighting time is shortened as shown in FIG.

  In step S850, the display amount calculation unit 60E calculates the display amount from the risk potential RP calculated in step S730 and the blinking period Δs calculated in step S840. In step S860, the calculated display amount is output to display device 110. The display device 110 performs display as will be described later in response to a command from the controller 64.

In step S750, the operation speed Vp of the accelerator pedal 82 is calculated based on the accelerator pedal operation amount S. In step S760, the stimulus amount calculation unit 60D calculates the viscous reaction force Fn based on the accelerator pedal operation speed Vp calculated in step S750. The viscous reaction force Fn can be calculated by the following (Formula 12).
Fn = C × Vp (Equation 12)
Here, C is a constant, and is set in advance in order to appropriately calculate the viscous reaction force Fn. The viscous reaction force Fn is a reaction force generated in a direction opposite to the operation direction of the accelerator pedal 82.

In step S770, a corrected reaction force control amount F4 is calculated from the proficiency level L calculated in step S830 and the viscosity reaction force Fn calculated in step S760. The correction reaction force control amount F4 is set to be smaller as the proficiency level L is lower. The corrected reaction force control amount F4 can be calculated by the following (Formula 13).
F4 = L × Fn (Expression 13)

In step S780, the reaction force control amount dF is determined from the reference reaction force control amount (risk potential reaction force) F1 calculated in step S740 and the corrected reaction force control amount (viscous reaction force term) F4 calculated in step S770. calculate. The reaction force control amount dF is expressed by the following (formula 14).
dF = F1 + L × Fn
= F1 + F4 (Formula 14)

  By calculating the reaction force control amount dF in this way, the driver can change the accelerator pedal reaction force according to the risk potential RP when the level of proficiency is low and the driver is not familiar with the changed driving environment. Be sensitive to perception. On the other hand, when the proficiency level is high, a viscous reaction force Fn is additionally applied to the accelerator pedal 82 in accordance with the proficiency level L so that the driver can easily operate the accelerator pedal 82.

  The processing in steps S781 to S790 is the same as the processing in steps S551 to S560 in FIG.

  FIGS. 23A and 23B respectively show display examples of the risk potential RP when the proficiency level L is high (L ≧ L1) and when the proficiency level L is low (L <L1). Here, an example in which only the risk potential RP is displayed on the display monitor M is shown. As shown in FIGS. 23 (a) and 23 (b), the risk potential RP is displayed as a bar in a stepwise manner on the display monitor M, and as the risk potential RP increases, the number of bars to be lit increases and the lighting area rises. At the same time, the display color of the lit bar becomes darker.

  When the proficiency level L is high, the background D is lit on the display monitor M as shown in FIG. On the other hand, when the proficiency level L is low, the background D blinks as shown in FIG. The blinking period Δs of the background D becomes shorter as the proficiency L becomes lower.

  As described above, when the proficiency level L is low, the background D on the display monitor M blinks, and it is transmitted to the driver as visual information that the user is not used to the changed driving environment, thereby calling attention. At this time, since the corrected reaction force control amount F4 to be applied to the accelerator pedal 82, that is, the viscous reaction force term is small, the driver can perceive the reaction force according to the risk potential RP through the tactile sense. On the other hand, when the proficiency level L is high, the background D is turned on, and the risk potential RP can be surely recognized as visual information by the driver. At this time, since the viscous reaction force Fn corresponding to the accelerator pedal operation speed Vp is generated in the accelerator pedal 82, the driver can reliably perform the pedal operation according to the intention.

Thus, in the fifth embodiment described above, the following operational effects can be achieved in addition to the effects of the first to fourth embodiments described above.
(1) The controller 64 determines the driver's proficiency with respect to the risk potential RP around the host vehicle and the traveling environment around the host vehicle. Based on the reference reaction force control amount (first reaction force) F1 corresponding to the risk potential RP and the corrected reaction force control amount (second reaction force) F4 corresponding to the proficiency level, the controller 64 reacts. A control amount dF is calculated, and accelerator pedal reaction force control is performed. As a result, the risk potential RP and the proficiency level around the host vehicle can be transmitted to the driver via the sense of touch. Specifically, when the proficiency level is low, the correction reaction force control amount F4 applied to the accelerator pedal 82 is reduced so that the driver can perceive the reaction force change according to the risk potential RP sensitively. On the other hand, when the proficiency level is high, the correction reaction force control amount F4 is increased to increase the reaction force generated in the accelerator pedal 82, so that the driver can easily operate the pedal. The corrected reaction force control amount F4 is calculated from the proficiency level L and the viscous reaction force Fn corresponding to the operation speed Vp of the accelerator pedal 82. Therefore, even if the proficiency level L is low, when the accelerator pedal 82 is suddenly operated, the corrected reaction force control amount F4 becomes large, so that sudden operation of the accelerator pedal 82 by the driver can be suppressed.
(2) The controller 64 displays the risk potential RP and the proficiency level around the host vehicle on the display device 110 and provides them to the driver as visual information. For example, as shown in FIGS. 23A and 23B, the risk potential RP is displayed step by step, and the blinking state of the background D is changed according to the proficiency level. Thereby, a driver | operator's attention can be alerted via vision. Note that instead of changing the blinking state of the background D according to the proficiency level, the display of the risk potential RP can be blinked, or the display color of the background D can be changed. Also, the host vehicle and the preceding vehicle can be displayed on the display monitor M as in the second to fourth embodiments described above.

  In the second to fifth embodiments described above, both the risk potential RP and the proficiency level determination result are displayed on the display device 110. However, the present invention is not limited to this. For example, only the proficiency level determination result is displayed. You can also. For example, in the display examples shown in FIGS. 11A to 11C and FIGS. 12A to 12C, the risk potential RP is not displayed and the background color is changed according to the proficiency level determination result. Can do. Alternatively, a notification lamp that is turned on or off according to the proficiency level may be provided.

  In the first to fifth embodiments described above, the accelerator pedal 82 is used as the vehicle operating device operated by the driver, and the accelerator pedal reaction force is controlled according to the risk potential RP and / or the proficiency level. However, it is not limited to this, For example, the reaction force which generate | occur | produces in a brake pedal can also be controlled. Alternatively, the reaction force generated in the steering wheel can be controlled. In addition, when controlling the reaction force which generate | occur | produces in a steering wheel, the risk potential RP of the horizontal direction of the own vehicle is calculated. For example, the inter-vehicle distance between the host vehicle and a side vehicle existing in the adjacent lane can be calculated, and the lateral risk potential RP can be calculated from the host vehicle speed, the side vehicle speed, and the inter-vehicle distance. Also in this case, the risk potential RP is corrected in accordance with the driver's proficiency level with respect to the driving environment, and the proficiency level is transmitted to the driver as a steering reaction force together with the risk potential RP.

  The display form of information regarding the risk potential RP illustrated in the second to fifth embodiments is an example. The present invention is not limited to these display forms, and various modifications are possible. For example, in FIGS. 11A to 11C and FIGS. 12A to 12C, the shapes of the own vehicle A and the preceding vehicle C are made different, or the own vehicle A and the risk potential RP are displayed in the same color. You can also. Further, the background can be turned off when the proficiency level is high, and can be turned on when the proficiency level is low.

  Furthermore, the system that provides the driver with the risk potential RP and the proficiency level as visual information described in the first to fifth embodiments is independent of the system that provides the driver with the risk potential RP and the proficiency level as tactile information. It is also possible to provide them. In this case, it is possible to separately provide a tactile controller including a stimulus amount calculating unit that calculates a stimulus amount from the risk potential RP and a visual controller including a display amount calculating unit that determines display contents from the risk potential RP. Furthermore, it is possible to mount only the visual controller on the vehicle.

  In the first to fifth embodiments described above, the laser radar 10, the front camera 20, the vehicle speed sensor 30, and the road information database 40 are used as the traveling environment detection means, and the risk potential calculation means and the proficiency level determination means. Controllers 60 to 64 were used as risk potential correction means, operation reaction force calculation means, and display control means. The controller 60 to 64 and the accelerator pedal reaction force control device 80 are used as the information transmission means, the tactile information transmission means and the operation reaction force control means, and the accelerator pedal reaction force control device 80 is used as the operation reaction force generation means. The display device 110 was used. However, the present invention is not limited to these, and for example, another type of millimeter wave radar can be used as the traveling environment detection means instead of the laser radar 10. Further, instead of acquiring information on the road type from the road information database 40, for example, road-to-vehicle communication can be used.

1 is a system diagram of a vehicle driving assistance device according to a first embodiment of the present invention. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles shown in FIG. The block diagram which shows the structure inside and around a controller. The figure which shows the structure around an accelerator pedal. The flowchart which shows the process sequence of the driving operation assistance control program in the driving assistance device for vehicles of 1st Embodiment. The figure which shows the time change of the own vehicle speed and correction | amendment reaction force control amount. The figure which shows the relationship between a vehicle speed difference and correction | amendment reaction force control amount. The system figure of the driving operation assistance apparatus for vehicles by the 2nd Embodiment of this invention. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles shown in FIG. The block diagram which shows the structure inside and around a controller. (A)-(b) The figure which shows the example of a display when a proficiency level is low. The figure which shows the example of a display when (a)-(b) proficiency is high. The flowchart which shows the process sequence of the driving operation assistance control program in the driving operation assistance apparatus for vehicles of 2nd Embodiment. The block diagram which shows the structure of the inside and periphery of a controller by 3rd Embodiment. The block diagram which shows the structure of the inside and periphery of a controller by 4th Embodiment. The flowchart which shows the process sequence of the driving operation assistance control program in the driving assistance device for vehicles of 4th Embodiment. The figure which shows the relationship between the elapsed time after environmental change, and correction | amendment reaction force control amount. The block diagram which shows the structure of the inside and periphery of a controller by 5th Embodiment. The flowchart which shows the process sequence of the driving operation assistance control program in the driving assistance device for vehicles of 5th Embodiment. The figure which shows the relationship between the elapsed time after environmental change, and proficiency. The figure which shows the relationship between proficiency and a blink period. (A) (b) The figure explaining the lighting state when a blinking period is long and short. (A) (b) The figure which shows the example of a display when a proficiency degree is high and low.

Explanation of symbols

10: Laser radar 20: Front camera 30: Vehicle speed sensor 40: Road information database 60-64: Controller 80: Accelerator pedal reaction force control device 81: Servo motor 83: Accelerator pedal stroke sensor 110: Display device

Claims (12)

Driving environment detection means for detecting the driving environment around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on a detection result by the traveling environment detection means;
Proficiency level determination means for determining the proficiency level of the driver for the driving environment around the vehicle;
Risk potential correction means for correcting the risk potential calculated by the risk potential calculation means according to the proficiency level determined by the proficiency level determination means;
An information transmission means for transmitting the risk potential corrected by the risk potential correction means to the driver ,
The traveling environment detection means detects at least the own vehicle speed,
The proficiency level determining means determines the proficiency level based on a deviation between a current vehicle speed detected by the traveling environment detecting means and a value obtained by statistically processing a past vehicle speed distribution. Operation assisting device. Driving environment detection means for detecting the driving environment around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on a detection result by the traveling environment detection means;
Proficiency level determination means for determining the proficiency level of the driver for the driving environment around the vehicle;
Risk potential correction means for correcting the risk potential calculated by the risk potential calculation means according to the proficiency level determined by the proficiency level determination means;
An information transmission means for transmitting the risk potential corrected by the risk potential correction means to the driver,
The vehicular driving operation assisting apparatus , wherein the proficiency level determination means determines the proficiency level based on an elapsed time after the travel environment detected by the travel environment detection means changes . In the driving assistance device for vehicles according to claim 1 or 2 ,
The information transmission unit includes an operation reaction force control unit that controls an operation reaction force generated in a vehicle operation device operated by a driver according to the corrected risk potential, and controls the operation reaction force by controlling the operation reaction force. A vehicle driving assist device for transmitting information . In the driving assistance device for vehicles according to any one of claims 1 to 3 ,
The vehicular driving operation assisting device , wherein the information transmitting unit is a tactile information transmitting unit that transmits information to a driver via a tactile sense . Driving environment detection means for detecting the driving environment around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on a detection result by the traveling environment detection means;
Proficiency level determination means for determining the proficiency level of the driver for the driving environment around the vehicle;
Based on the first reaction force according to the risk potential calculated by the risk potential calculation means and the second reaction force according to the proficiency level determined by the proficiency level determination means, the driver An operation reaction force calculating means for calculating an operation reaction force generated in the vehicle operating device to be operated;
An operation reaction force generating means for generating the operation reaction force in the vehicle operation device,
The proficiency level determination means is (a) a deviation between the current vehicle speed detected by the driving environment detection means and a value obtained by statistically processing the past vehicle speed distribution, or (b) detected by the driving environment detection means. The driving assistance device for a vehicle , wherein the proficiency level is determined based on an elapsed time after the travel environment changes . In the driving assistance device for a vehicle according to any one of claims 1 to 5,
A vehicular driving operation assisting device , further comprising display means for displaying the determination result of the proficiency level by the proficiency level determination means . The vehicle driving operation assistance device according to claim 6 ,
A vehicle driving operation assisting device , further comprising display control means for controlling the color, size, or blinking displayed on the display means according to the proficiency level determination result . In the driving assistance device for a vehicle according to claim 6 or 7 ,
The display means displays the risk potential calculated by the risk potential calculation means together with the determination result of the proficiency level . Driving environment detection means for detecting the driving environment around the host vehicle;
Risk potential calculation means for calculating a risk potential around the host vehicle based on a detection result by the traveling environment detection means;
Tactile information transmission means for transmitting the risk potential calculated by the risk potential calculation means to the driver via tactile sense;
Proficiency level determination means for determining the proficiency level of the driver for the driving environment around the vehicle;
Display means for displaying the risk potential calculated by the risk potential calculation means and the determination result of the proficiency level by the proficiency level determination means;
The proficiency level determination means is (a) a deviation between the current vehicle speed detected by the driving environment detection means and a value obtained by statistically processing the past vehicle speed distribution, or (b) detected by the driving environment detection means. The driving assistance device for a vehicle , wherein the proficiency level is determined based on an elapsed time after the travel environment changes . The driving operation assisting device for a vehicle according to claim 9,
The tactile information transmission unit includes an operation reaction force control unit that controls an operation reaction force of a vehicle operation device operated by a driver according to the risk potential, and controls the operation reaction force to control the operation reaction force. A vehicle driving operation assisting device characterized by performing information transmission . The vehicle driving operation assistance device according to claim 10 ,
A vehicle driving operation assisting device , further comprising display control means for controlling a color, a size, or blinking displayed on the display means according to the proficiency level determination result by the proficiency level determination means .   A vehicle comprising the vehicle driving assistance device according to any one of claims 1 to 11.

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