JP4706641B2 - 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

  However, in the above-described vehicle driving assist device, there is a problem that it is difficult to grasp the situation around the vehicle when the driver simply puts his foot on the accelerator pedal.

A vehicle driving operation assisting device according to the present invention includes, as a driving environment around a host vehicle, a driving distance detection unit that detects a relative distance to an obstacle existing around the host vehicle, a relative speed and / or a host vehicle speed, Based on the detection result by the environment detection means, the driver calculates the risk potential calculated by the risk potential calculation means for calculating the risk potential indicating the degree of approach of the vehicle to obstacles around the vehicle, and the risk potential calculated by the risk potential calculation means. and tactile information transmission means for transmitting to the driver as an operation reaction force when operating the accelerator pedal, to display information about risk potential calculated by the risk potential calculating means to the display means, the operation reaction force in tactile information display control means for transmitting the OPERATION's risk potential to transmit via the tactile information When the driver be generated operational reaction force to the accelerator pedal is depressed the accelerator pedal which can not be perceived by the transmitting means, and a notifying means for informing the driver by visual information.
A vehicle driving operation assisting device according to the present invention includes, as a driving environment around a host vehicle, a driving distance detection unit that detects a relative distance to an obstacle existing around the host vehicle, a relative speed and / or a host vehicle speed, Based on the detection result by the environment detection means, the driver calculates the risk potential calculated by the risk potential calculation means for calculating the risk potential indicating the degree of approach of the vehicle to obstacles around the vehicle, and the risk potential calculated by the risk potential calculation means. Tactile information transmission means that transmits to the driver as an operation reaction force when operating the accelerator pedal, and an accelerator pedal depression operation that cannot be perceived by the driver even if an operation reaction force is generated on the accelerator pedal by the tactile information transmission means And a notification means for generating an alarm sound.

  By notifying the driver of the risk potential, it is possible to accurately grasp the situation by visually recognizing changes in the driving environment around the host vehicle along with tactile sensations.

<< 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 50. 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, detects the state of the front road as an image, and outputs it to the controller 50. 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 rotations of the wheels and the number of rotations on the output side of the transmission, and outputs the detected host vehicle speed to the controller 50.

  The controller 50 is composed of a CPU and CPU peripheral components such as a ROM and a RAM, and controls the entire vehicle driving assistance device 1 by a software form of the CPU. The controller 50 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. The controller 50 performs image processing on the image information from the front camera 20 and detects an obstacle situation around the host vehicle. Here, the obstacle situation around the host vehicle includes the distance to the preceding vehicle traveling in front of the host vehicle, the presence and degree of approach of other vehicles traveling in the adjacent lane, and the lane identification line (lane marker) and the guardrail. The left and right positions of the vehicle (relative position and angle), and the shape of lane markers and guardrails.

  The controller 50 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.

  As shown in FIG. 3, 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 50. 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. The outline of the operation will be described below.
The controller 50 determines the traveling speed of the host vehicle, the relative position between the host vehicle and another vehicle existing in the front of the host vehicle or in the adjacent lane, the moving direction thereof, and the relative position of the host vehicle with respect to the lane marker or the guard rail. Recognize obstacle status. The controller 50 obtains the risk potential of the own vehicle for each obstacle based on the recognized obstacle situation. Further, the reaction force control amount of the accelerator pedal 82 is calculated based on the calculated risk potential. The controller 50 outputs a command to generate a reaction force control amount corresponding to the risk potential to the accelerator pedal reaction force control device 80, and performs accelerator pedal reaction force control.

  Thus, when the driver is operating the accelerator pedal 82, the driver can be informed of the risk potential around the host vehicle as the accelerator pedal reaction force. However, when the driver is not operating the accelerator pedal 82 or when the driver is only putting a light foot on the accelerator pedal 82, it is difficult to transmit the risk potential around the host vehicle as the accelerator pedal reaction force. Become. That is, since the accelerator pedal 82 is generally provided with play, the driver cannot accurately understand the change in the accelerator pedal reaction force only by placing the foot on the accelerator pedal 82. Therefore, in the first embodiment, the accelerator pedal 82 is vibrated in a situation where it is difficult to transmit the risk potential around the host vehicle as the accelerator pedal reaction force to the driver.

  Below, the accelerator pedal reaction force control in 1st Embodiment is demonstrated in detail using FIG. FIG. 4 is a flowchart illustrating a processing procedure of the driving operation assistance control processing by the controller 50 according to the first embodiment. This process is continuously performed at regular intervals, for example, every 50 msec.

  In step S101, the traveling environment around the host vehicle detected by the laser radar 10, the front camera 20, and the vehicle speed sensor 30 is read. The traveling environment detected here is a relative distance D to an obstacle existing around the host vehicle, a relative speed Vr, a host vehicle speed Vf, and the like.

  In step S102, a risk potential RP around the host vehicle is calculated based on the traveling environment detected in step S101. 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. And is obtained by the following (Equation 1).
Allowable time 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).
Inter-vehicle time 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 S103, an accelerator pedal reaction force control amount corresponding to the risk potential RP calculated in step S102, that is, a reaction force control command value f1 is calculated. FIG. 5 shows the relationship between the risk potential RP and the reaction force control command value f1. As shown in FIG. 5, the reaction force control command value f1 increases as the risk potential RP increases.

  In step S104, the accelerator pedal stroke amount θ detected by the accelerator pedal stroke sensor 83 is read. In subsequent step S105, it is determined whether or not the accelerator pedal stroke amount θ read in step S104 is smaller than a threshold value θ0. Here, the threshold value θ0 indicates a range of the stroke amount θ in which the driver does not notice the change even when the accelerator pedal reaction force is changed. The threshold value θ0 is set to about 1% of the stroke amount θ when the accelerator pedal 82 is completely depressed, corresponding to the play of the accelerator pedal 82, for example. If it is determined that the current accelerator pedal stroke amount θ is smaller than the threshold θ0, it is determined that the driver does not notice a change in the accelerator pedal reaction force according to the risk potential RP, and the process proceeds to step S106.

  In step S106, the vibration reaction force f2 applied to the accelerator pedal 82 is set. The vibration reaction force f2 is set to, for example, a frequency of 100 Hz and a pp amplitude of 0.5 kgf. As described above, when the accelerator pedal stroke amount θ is near 0, it is difficult to transmit the risk potential RP around the host vehicle as the accelerator pedal reaction force by driving the accelerator pedal 82 to generate vibration. Inform the person. On the other hand, when a negative determination is made in step S105 and the accelerator pedal stroke amount θ is equal to or larger than the threshold value θ0, the process proceeds to step S107. In step S107, the vibration reaction force f2 = 0 is set so that no vibration is generated.

  In step S108, a reaction force command actually applied to the accelerator pedal 82 from the reaction force control command value f1 corresponding to the risk potential RP calculated in step S103 and the vibration reaction force f2 set in step S106 or step S107. The value FA is calculated. The reaction force command value FA is FA = f1 + f2. In step S109, the reaction force command value FA calculated in step S108 is output to the accelerator pedal reaction force control device 80. The accelerator pedal reaction force control device 80 controls the servo motor 81 according to the input reaction force command value FA, and controls the reaction force generated in the accelerator pedal 82. Thus, the current process is terminated.

  FIGS. 6A to 6C are views for explaining the operation according to the first embodiment. FIG. 6A shows the relationship between the risk potential RP and the accelerator pedal stroke amount θ with respect to time t. FIG. 6B shows changes in the reaction force control command value f1 and the vibration reaction force f2 with respect to time t, and FIG. 6C shows changes in the reaction force command value FA with respect to time t.

  As shown in FIGS. 6A to 6C, when the accelerator pedal 82 is operated with a stroke amount θ greater than or equal to the threshold θ0, an additional reaction force FA (= f1) corresponding to the risk potential RP around the host vehicle. ) Occurs. When the driver begins to loosen the accelerator pedal 82 and the accelerator pedal stroke amount θ falls below the threshold θ0 at time t = t1, the vibration reaction force f2 is set to a predetermined value. As a result, an additional reaction force FA (= f1 + f2) is generated in the accelerator pedal 82 by adding the vibration reaction force f2 to the reaction force control command value f1 corresponding to the risk potential RP. The vibration of the accelerator pedal 82 is continuously generated until the accelerator pedal stroke amount θ becomes equal to or greater than the threshold value θ0. The driver perceives the slight vibration generated in the accelerator pedal 82 to understand that the risk potential RP is not sufficiently transmitted as the accelerator pedal reaction force FA because the accelerator pedal stroke amount θ is near zero. Can do.

Thus, in the first embodiment described above, the following effects can be obtained.
(1) The controller 50 controls the operation reaction force of the accelerator pedal 82 according to the risk potential RP around the host vehicle, and if the operation amount θ of the accelerator pedal 82 falls below a predetermined value θ0, the driver is notified accordingly. To inform. This makes it possible for the driver to understand that it is difficult to obtain information about the risk potential RP around the host vehicle from the accelerator pedal reaction force FA when the accelerator pedal stroke amount θ is near zero.
(2) The controller 50 causes the accelerator pedal 82 to vibrate when the accelerator pedal stroke amount θ is smaller than the predetermined value θ0. Even in a state where the accelerator pedal stroke amount θ is small and the change of the accelerator pedal reaction force FA is not noticed, the driver can usually perceive the vibration generated in the accelerator pedal 82. As a result, the driver can understand that the accelerator pedal stroke amount θ is near zero. It is desirable that the amplitude and frequency of the vibration generated in the accelerator pedal 82 are appropriately set in advance so as not to bother the driver.
(3) The predetermined amount θ0 is set so as to correspond to the play of the operation amount θ of the accelerator pedal 82. Thereby, even if the driver intends to operate the accelerator pedal 82, the operation amount that does not actually notice the change in the operation reaction force can be set appropriately.

<< Second Embodiment >>
Next, a vehicle driving assistance device according to a second embodiment of the present invention will be described with reference to the drawings. The configuration of the vehicular driving assistance device according to the second embodiment is the same as that of the first embodiment shown in FIGS. Here, differences from the first embodiment will be mainly described.

  In the first embodiment described above, when the accelerator pedal stroke amount θ falls below the threshold θ0, the accelerator pedal 82 is always vibrated. In the second embodiment, however, the accelerator pedal stroke amount θ When the risk potential RP becomes large in a state where the value is below the threshold value θ0, the accelerator pedal 82 is vibrated. That is, in the second embodiment, the accelerator pedal reaction force control mode is changed depending on whether or not the accelerator pedal stroke amount θ is less than the threshold value θ0.

  Below, the accelerator pedal reaction force control in 2nd Embodiment is demonstrated in detail using FIG. FIG. 7 is a flowchart illustrating a processing procedure of driving assistance control processing performed by the controller 50 according to the second embodiment. This process is continuously performed at regular intervals, for example, every 50 msec.

  The processes in steps S201 and S202 are the same as steps S101 and S102 in the flowchart of FIG. 4 described in the first embodiment. In step S203, the stroke amount θ of the accelerator pedal 82 detected by the accelerator pedal stroke sensor 83 is read.

  In step S204, the accelerator pedal stroke amount θ read in step S203 is compared with a threshold value θ0, and an accelerator pedal reaction force control mode is selected. If the current accelerator pedal stroke amount θ is smaller than the threshold value θ0, the vibration generation mode is selected, and the process proceeds to step S205.

  In step S205, the amplitude A of vibration applied to the accelerator pedal 82 is calculated. Here, the amplitude A is set according to the risk potential RP calculated in step S202. FIG. 8 shows the relationship between the risk potential RP and the amplitude A. As shown in FIG. 8, in a region where the risk potential RP is equal to or less than a predetermined value RP0, the amplitude A = 0 and no vibration is generated. When the risk potential RP increases beyond the predetermined value RP0, the amplitude A gradually increases, and when the risk potential RP exceeds the predetermined value RP1, the amplitude A is fixed at A1.

  In step S206, a command for generating vibration in the accelerator pedal 82 with the amplitude A calculated in step S205 is output to the accelerator pedal reaction force control device 80. Here, the frequency f of vibration is 100 Hz, for example.

  On the other hand, if it is determined in step S204 that the accelerator pedal stroke amount θ is equal to or greater than the threshold θ0, the continuous reaction force generation mode is selected, and the process proceeds to step S207. In step S207, an accelerator pedal reaction force control command value f1 is calculated according to the risk potential RP calculated in step S202. Specifically, as in the first embodiment described above, the reaction force control command value f1 corresponding to the risk potential RP is set using the map of FIG. In step S208, the reaction force control command value f1 calculated in step S207 is output to the accelerator pedal reaction force control device 80, and the reaction force FA (= f1) corresponding to the risk potential RP is continuously generated in the accelerator pedal 82. . Thus, the current process is terminated.

  FIGS. 9A and 9B are diagrams for explaining the operation according to the second embodiment. 9A shows the relationship between the risk potential RP and the accelerator pedal stroke amount θ with respect to time t, and FIG. 9B shows changes in the reaction force control command value f1 and the vibration reaction force f2 with respect to time t.

  As shown in FIGS. 9A and 9B, when the accelerator pedal 82 is operated with a stroke amount θ that is equal to or greater than the threshold θ0, an additional reaction force FA (= f1) corresponding to the risk potential RP around the host vehicle. Is generated in the accelerator pedal 82. When the driver begins to loosen the accelerator pedal 82 and the accelerator pedal stroke amount θ falls below the threshold value θ0, the continuous reaction force generation mode ends. That is, when the accelerator pedal stroke amount θ is near 0, the additional reaction force FA (= f1) corresponding to the risk potential RP does not occur. Further, in the state where the accelerator pedal stroke amount θ is near 0 and the risk potential RP is less than the predetermined value RP0, the accelerator pedal 82 is not vibrated. Here, for example, when the risk potential RP around the host vehicle increases due to deceleration of the preceding vehicle and exceeds a predetermined value RP0, the accelerator pedal 82 starts to vibrate. The vibration generated in the accelerator pedal 82 increases in amplitude as the risk potential RP increases, and continues to be generated until the accelerator pedal stroke amount θ becomes equal to or greater than the threshold value θ0.

As described above, in the second embodiment described above, the following effects can be obtained.
The controller 50 causes the accelerator pedal 82 to vibrate when the accelerator pedal stroke amount θ is smaller than the predetermined value θ0 and the risk potential RP around the host vehicle is larger than the predetermined value RP0. That is, the control mode of the accelerator pedal reaction force is changed depending on whether or not the accelerator pedal stroke amount θ is smaller than the predetermined value θ0. Specifically, when the accelerator pedal stroke amount θ is equal to or greater than a predetermined value θ0, an accelerator pedal reaction force FA corresponding to the risk potential RP around the host vehicle is generated. On the other hand, when the accelerator pedal stroke amount θ is smaller than the predetermined value θ0, the accelerator pedal 82 is vibrated when the risk potential RP becomes larger than the predetermined value RP0. As a result, even when the accelerator pedal stroke amount θ is near 0 and the driver cannot fully recognize the change in the accelerator pedal reaction force FA, the risk potential RP around the host vehicle is increased by vibrating the accelerator pedal 82. Can be transmitted to the driver. Further, since the vibration is not generated in the accelerator pedal 82 when the risk potential RP is equal to or less than the predetermined value RP0, the driver is troublesome that the vibration is always generated in the accelerator pedal 82 when the accelerator pedal stroke amount θ is near zero. Never give to.

  In the second embodiment described above, the generation of the accelerator pedal reaction force FA corresponding to the risk potential RP is stopped when the accelerator pedal stroke amount θ becomes smaller than the predetermined value θ0 and the continuous reaction force generation mode ends. However, it is not limited to this. For example, even after the continuous reaction force generation mode ends and shifts to the vibration generation mode, the accelerator pedal reaction force FA (= f1) corresponding to the risk potential RP is continuously generated, and the risk potential RP is a predetermined value RP0. When it becomes larger, the vibration reaction force f2 can be added to the accelerator pedal reaction force f1.

<< Third Embodiment >>
Next, a vehicle driving assistance device according to a third embodiment of the present invention will be described with reference to the drawings. The configuration of the vehicular driving assistance device according to the third embodiment is the same as that of the first embodiment shown in FIGS. 1 and 2. Here, differences from the first embodiment will be mainly described.

  In the first embodiment described above, vibration is added to the accelerator pedal 82 when the accelerator pedal stroke amount θ is less than the predetermined value θ0. In the third embodiment, in addition to this, visual information is used. The driver is informed that the accelerator pedal stroke amount θ is below a predetermined value θ0.

  Specifically, a risk potential display device 90 as shown in FIG. 10A is installed in the meter cluster of the host vehicle. The risk potential display device 90 is set so that the lighting range changes according to the change of the risk potential RP. When the accelerator pedal stroke amount θ detected by the accelerator pedal stroke sensor 83 falls below a predetermined value θ0, the accelerator pedal 82 is vibrated and the risk potential display device 90 blinks as shown in FIG.

  Thus, the driver can be more surely notified that the risk potential RP around the host vehicle is not sufficiently transmitted as the accelerator pedal reaction force FA when the accelerator pedal stroke amount θ is near zero.

  In addition, it replaces with the risk potential display apparatus 90 shown to Fig.10 (a) (b), and the alerting lamp 100 shown to Fig.11 (a) (b) can also be installed in a meter cluster. When the accelerator pedal stroke amount θ is equal to or larger than the predetermined value θ0, the notification lamp 100 is turned off as shown in FIG. When the accelerator pedal stroke amount θ is less than the predetermined value θ0, the accelerator pedal 82 is vibrated and the notification lamp 100 is lit as shown in FIG. Thus, the driver can be surely notified that the accelerator pedal stroke amount θ is near zero.

  As described above, in the third embodiment, the driver is notified from the vibration of the accelerator pedal 82 and the visual information that the accelerator pedal stroke amount θ is less than the predetermined value θ0. However, the present invention is not limited to this, and the driver can be informed that the accelerator pedal stroke amount θ is close to 0 only by visual information such as blinking of the risk potential display device 90 or lighting of the notification lamp 100. The transmission of the risk potential RP by visual information will be described in detail in the seventh embodiment and thereafter.

<< Fourth Embodiment >>
Next, a fourth embodiment of the present invention will be described. The configuration of the vehicle driving operation assisting device according to the fourth embodiment is the same as that of the first embodiment shown in FIGS. 1 and 2. However, the vehicle driving operation assistance device according to the fourth embodiment further includes a buzzer for generating an alarm sound. In the third embodiment described above, when the accelerator pedal stroke amount θ is less than the predetermined value θ0, the accelerator pedal 82 is vibrated and the visual information is output. In the fourth embodiment, an alarm sound is generated. Is generated.

  FIGS. 12A to 12C are diagrams for explaining the operation according to the fourth embodiment. FIG. 12A shows changes in the risk potential RP and the accelerator pedal stroke amount θ with respect to time t, and FIG. 12B shows changes in the accelerator pedal additional reaction force FA with respect to time t. FIG. 12C shows the output state of the alarm sound.

  As shown in FIGS. 12A and 12B, when the accelerator pedal 82 is operated with a stroke amount θ equal to or greater than the threshold value θ0 (region A), an additional reaction force FA (= f1) corresponding to the risk potential RP. Is generated in the accelerator pedal 82. When the accelerator pedal stroke amount θ falls below the threshold θ0 at time t = t1, an additional reaction force FA (= f1 + f2) is generated in the accelerator pedal 82 by adding the vibration reaction force f2 to the reaction force control amount f1 corresponding to the risk potential RP. To do. Furthermore, an alarm sound is output as shown in FIG.

  As a result, the accelerator pedal stroke amount θ becomes near 0, and the driver can be more surely notified that the risk potential RP around the host vehicle is not sufficiently transmitted as the accelerator pedal reaction force FA.

  As described above, in the fourth embodiment, the driver is notified that the accelerator pedal stroke amount θ is less than the predetermined value θ0 by the vibration of the accelerator pedal 82 and the generation of an alarm sound. However, the present invention is not limited to this, and it is also possible to notify the driver that the accelerator pedal stroke amount θ is close to 0 only by generating an alarm sound.

<< Fifth Embodiment >>
A vehicle operation assistance device according to a fifth embodiment of the present invention will be described with reference to the drawings. The configuration of the vehicular driving assistance apparatus according to the fifth embodiment is the same as that of the first embodiment shown in FIGS. 1 and 2. Here, differences from the first embodiment will be mainly described.

  In the fifth embodiment, as in the first embodiment described above, the accelerator pedal 82 is vibrated to notify the driver that the accelerator pedal stroke amount θ is near zero. At this time, the magnitude of the vibration is changed according to the magnitude of the accelerator pedal stroke amount θ at the stage where the accelerator pedal stroke amount θ becomes smaller.

  Hereinafter, the accelerator pedal reaction force control in the fifth embodiment will be described in detail with reference to FIG. FIG. 13 is a flowchart illustrating a processing procedure of driving assistance control processing by the controller 50 according to the fifth embodiment. This process is continuously performed at regular intervals, for example, every 50 msec.

  The processing in steps S301 to S304 is the same as steps S101 to S104 in the flowchart of FIG. 4 described in the first embodiment. In step S305, it is determined whether or not the accelerator pedal stroke amount θ read in step S304 is smaller than a threshold value θ1. Here, the threshold value θ1 is set to about 5% of the stroke amount θ when the accelerator pedal 82 is fully depressed, for example. The threshold value θ1 is larger than the threshold value θ0 set in the first embodiment described above (θ1> θ0), and indicates that the accelerator pedal stroke amount θ is small.

  If it is determined in step S305 that the accelerator pedal stroke amount θ is smaller than the threshold θ1, the process proceeds to step S306. In step S306, the vibration reaction force f2 is set according to the accelerator pedal stroke amount θ. Specifically, the magnitude of the amplitude A of vibration generated in the accelerator pedal 82 is set according to the accelerator pedal stroke amount θ. FIG. 14 shows the relationship between the accelerator pedal stroke amount θ and the amplitude A. As shown in FIG. 14, the amplitude A increases as the accelerator pedal stroke amount θ decreases in a region less than the threshold θ1. As a result, the greater the accelerator pedal stroke amount θ approaches zero, the greater the vibration generated in the accelerator pedal 82. The frequency f of vibration is set to f = 100 Hz, for example. In this way, the vibration reaction force f2 is set.

  On the other hand, if a negative determination is made in step S305, the process proceeds to step S307. In step S307, the vibration reaction force f2 = 0 is set so that the accelerator pedal 82 is not vibrated. In step S308, a reaction force command value FA is calculated from the reaction force control command value f1 calculated in step S303 and the vibration reaction force f2 calculated in step S306 or S307 (FA = f1 + f2). In the subsequent step S309, the reaction force command value FA calculated in step S308 is output to the accelerator pedal reaction force control device 80. Thus, the current process is terminated.

  FIGS. 15A to 15C are views for explaining the operation according to the fifth embodiment. FIG. 15A shows the relationship between the risk potential RP and the accelerator pedal stroke amount θ with respect to time t. FIG. 15B shows changes in the reaction force control command value f1 and the vibration reaction force f2 with respect to time t, and FIG. 15C shows changes in the reaction force command value FA with respect to time t.

  As shown in FIGS. 15A to 15C, when the accelerator pedal 82 is operated with a stroke amount θ equal to or greater than the threshold θ1, an additional reaction force FA corresponding to the risk potential RP around the host vehicle is generated. . When the driver starts to loosen the accelerator pedal 82 and the accelerator pedal stroke amount θ falls below the threshold θ1 at time t = t2, the accelerator pedal 82 starts to vibrate. Specifically, an additional reaction force FA is generated in the accelerator pedal 82 by adding a vibration reaction force f2 having an amplitude A corresponding to the accelerator pedal stroke amount θ to the reaction force control command value f1 corresponding to the risk potential RP. The vibration generated in the accelerator pedal 82 continues to occur until the amplitude A increases as the accelerator pedal stroke amount θ decreases and the accelerator pedal stroke amount θ becomes equal to or greater than the threshold θ1.

Thus, in the fifth embodiment described above, the following effects can be obtained.
The controller 50 causes the accelerator pedal 82 to vibrate in the process in which the accelerator pedal stroke amount θ decreases from a value θ1 larger than the predetermined value θ0 to a predetermined value θ0 or less. At this time, the vibration mode, that is, the amplitude A is changed according to the accelerator pedal stroke amount θ. As a result, when the accelerator pedal stroke amount θ decreases, vibration occurs in the accelerator pedal 82, and the vibration amplitude A increases as the accelerator pedal stroke amount θ approaches zero. As a result, the driver can be informed that the accelerator pedal stroke amount θ is near zero. Further, due to the change in the vibration amplitude A, the driver can understand the allowance until the accelerator pedal stroke amount θ becomes close to 0 and the risk potential RP information cannot be obtained from the accelerator pedal reaction force FA. it can. That is, the driver can understand the current accelerator pedal stroke amount θ by the magnitude of the amplitude A.

<< Sixth Embodiment >>
A vehicle operation assistance device according to a sixth embodiment of the present invention will be described with reference to the drawings. The configuration of the vehicle driving assistance device according to the sixth embodiment is the same as that of the first embodiment shown in FIGS. 1 and 2. However, the vehicle driving operation assistance device according to the sixth embodiment further includes a buzzer for generating an alarm sound. Here, differences from the first embodiment will be mainly described.

  In the sixth embodiment, an alarm sound informs the driver that the accelerator pedal stroke amount θ is near 0 and the change in the risk potential RP is not sufficiently transmitted from the accelerator pedal reaction force. At this time, at the stage where the accelerator pedal stroke amount θ becomes smaller, the interval at which the alarm sound is output is changed according to the magnitude of the accelerator pedal stroke amount θ.

  Hereinafter, the control in the sixth embodiment will be described in detail with reference to FIG. FIG. 16 is a flowchart illustrating a processing procedure of a driving operation assist control process performed by the controller 50 according to the sixth embodiment. This process is continuously performed at regular intervals, for example, every 50 msec.

  The processes in steps S401 to S404 are the same as steps S101 to S104 in the flowchart of FIG. 4 described in the first embodiment. In step S405, the reaction force control command value f1 corresponding to the risk potential RP calculated in step S403 is output to the accelerator pedal reaction force control device 80.

  In step S406, it is determined whether or not the current accelerator pedal stroke amount θ detected in step S404 is smaller than a threshold value θ2. Here, the threshold value θ2 is set to about 3% of the stroke amount θ when the accelerator pedal 82 is fully depressed, for example. The threshold value θ2 is larger than the threshold value θ0 set in the first embodiment described above (θ2> θ0), and indicates that the accelerator pedal stroke amount θ is small. Note that the threshold value θ2 is smaller than the threshold value θ1 for generating vibrations in the accelerator pedal 82 set in the above-described fifth embodiment so as not to bother the driver by generating an alarm sound. A value is desirable.

  If it is determined in step S406 that the accelerator pedal stroke amount θ is smaller than the threshold θ2, the process proceeds to step S407. In step S407, an alarm sound generation interval is set according to the accelerator pedal stroke amount θ. Specifically, the generation interval s of intermittent alarm sounds is set according to the accelerator pedal stroke amount θ. FIG. 17 shows the relationship between the accelerator pedal stroke amount θ and the alarm sound interval s. As shown in FIG. 17, the alarm sound generation interval s becomes shorter as the accelerator pedal stroke amount θ becomes smaller in the region less than the threshold θ2. As a result, the alarm sound is generated at shorter intervals as the accelerator pedal stroke amount θ approaches zero. The alarm sound output time is fixed to a predetermined value, for example, 30 ms. An alarm sound is generated at the interval s set in this way.

  On the other hand, if a negative determination is made in step S406, the process proceeds to step S408, and no alarm sound is generated. If an alarm sound is generated, the output is stopped. Thus, the current process is terminated.

  18A to 18C are diagrams for explaining the operation according to the sixth embodiment. FIG. 18A shows the relationship between the risk potential RP and the accelerator pedal stroke amount θ with respect to time t. FIG. 18B shows the change of the reaction force control command value f1 with respect to time t, and FIG. 18C shows the output state of the alarm sound.

  As shown in FIGS. 18A and 18B, when the accelerator pedal 82 is operated with a stroke amount θ equal to or greater than the threshold θ2, an additional reaction force FA corresponding to the risk potential RP around the host vehicle is generated. When the driver starts to loosen the accelerator pedal 82 and the accelerator pedal stroke amount θ falls below the threshold θ2 at time t = t3, the additional reaction force FA (= f1) remains generated in the accelerator pedal 82, and an alarm is issued intermittently. Sound begins to occur. The alarm sound generation interval s decreases as the accelerator pedal stroke amount θ decreases, and is generated until the accelerator pedal stroke amount θ becomes equal to or greater than the threshold θ2.

As described above, in the sixth embodiment described above, the following effects can be obtained.
The controller 50 generates an alarm sound in the process in which the accelerator pedal stroke amount θ decreases from a value θ2 larger than the predetermined value θ0 to a predetermined value θ0 or less. At this time, the alarm sound generation mode, that is, the generation interval s is changed according to the accelerator pedal stroke amount θ. Thus, when the accelerator pedal stroke amount θ becomes small, an alarm sound is intermittently generated, and the alarm sound generation interval s becomes shorter as the accelerator pedal stroke amount θ approaches zero. As a result, the driver can be informed that the accelerator pedal stroke amount θ is near zero. Further, due to the change in the alarm sound generation interval s, the time until the accelerator pedal stroke amount θ becomes close to 0 and the risk potential RP information cannot be obtained from the accelerator pedal reaction force FA, that is, the current accelerator pedal stroke. The driver can understand the quantity θ.

  In the first to sixth embodiments described above, the risk potential RP is calculated from the margin time TTC and the inter-vehicle time THW between the host vehicle and the obstacle. However, the present invention is not limited to this. For example, the margin time TTC and the inter-vehicle distance The risk potential RP can be calculated using any of the times THW. Further, the relationship between the risk potential RP and the reaction force control command value f1 is not limited to the map shown in FIG. 5, and for example, the reaction force control command value f1 increases linearly as the risk potential RP increases. It can also be set.

  In the first embodiment described above, the frequency of vibration generated in the accelerator pedal 82 is 100 Hz and the pp amplitude is 0.5 kgf. However, the present invention is not limited to this, and the accelerator pedal stroke amount θ is predetermined. It is possible to set the frequency and the amplitude so that the driver can recognize that the accelerator pedal 82 is vibrating in a state smaller than the value θ0.

  In the third embodiment described above, the risk potential display device 90 whose lighting range changes according to the magnitude of the risk potential RP as shown in FIGS. 10A and 10B is used. However, the present invention is not limited to this. Not. For example, it is possible to provide a display lamp that is turned on when the accelerator pedal reaction force control is performed on the detected obstacle by the controller 50 and blinks when the accelerator pedal stroke amount θ falls below a predetermined value θ0.

  The vehicle to which the vehicular driving assist control device 1 according to the present invention is applied is not limited to the configuration shown in FIG.

  In the first to sixth embodiments described above, the laser radar 10, the front camera 20, and the vehicle speed sensor 30 are used as the traveling environment detection means, and the controller 50 and the accelerator pedal reaction force control device as the operation reaction force control means. 80, and an accelerator pedal stroke sensor 83 was used as the operation amount detecting means. Moreover, the controller 50, the accelerator pedal reaction force control device 80, the risk potential display device 90, or the notification lamp 100 was used as the notification means. 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.

<< Seventh Embodiment >>
Next, a vehicle driving assistance device according to a seventh embodiment of the present invention will be described with reference to the drawings.

  In a system that transmits the risk potential calculated from the driving environment around the host vehicle to the driver by the accelerator pedal reaction force, for example, the accelerator pedal is an operating device that is directly operated by the driver. The risk potential can be transmitted to the driver by stimulating the driver's tactile sense. However, it may be desirable to provide additional visual information in such a system. For example, it may be difficult for a driver who is not used to a system that recognizes a risk potential by tactile sense to accurately determine the risk potential from the accelerator pedal reaction force.

  Therefore, the vehicular driving operation assistance device according to the seventh embodiment transmits the risk potential around the host vehicle as a stimulus amount that stimulates the driver's tactile sense, and also transmits it to the driver using visual information. FIG. 19 is a system diagram showing a configuration of the vehicle driving assistance device 2 according to the seventh embodiment of the present invention, and FIG. 20 is a configuration diagram of a vehicle on which the vehicle driving assistance device 2 is mounted. .

  First, the configuration of the vehicle driving operation assistance device 2 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 includes a CPU and CPU peripheral components such as a ROM and a RAM, and controls the entire vehicle driving operation assisting device 2. FIG. 22 is a block diagram showing the internal and peripheral configuration of the controller 60. The controller 60 configures an obstacle state recognition unit 60A, a risk potential calculation unit 60B, a necessary information determination unit 60C, a stimulus amount calculation unit 60D, and a display amount calculation unit 60E, 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, the obstacle situation around the host vehicle includes the distance to the preceding vehicle traveling in front of the host vehicle, the presence and degree of approach of other vehicles traveling in the adjacent lane, and the lane identification line (lane marker) and the guardrail. The left and right positions of the vehicle (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. Further, the calculated risk potential is transmitted to the driver as visual information.

  As shown in FIG. 21, 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.

  The display device 110 includes, for example, a liquid crystal monitor, and displays the risk potential around the host vehicle calculated by the controller 60 on the liquid crystal monitor and transmits it to the driver as visual information.

Next, the operation of the vehicle driving assistance device 2 according to the seventh embodiment will be described.
In the obstacle status recognition unit 60A, the controller 60 determines the traveling vehicle speed of the host vehicle, the relative position between the host vehicle and another vehicle existing in front of the host vehicle or in the adjacent lane, the moving direction thereof, and the own vehicle with respect to the lane marker or the guard rail. Recognize obstacles around the vehicle such as relative position. 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 necessary information determination unit 60C determines information necessary for transmitting the risk potential calculated by the risk potential calculation unit 60B to the driver as tactile information and visual information. The necessary information determination unit 60C determines, for example, whether the risk potential is a predetermined value or more. The stimulus amount calculation unit 60D calculates the stimulus amount to be transmitted to the driver based on the risk potential. 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 as a reaction force command value to the accelerator pedal reaction force control device 80, and the accelerator pedal reaction force control device 80 responds to the reaction force command value. Take control.

  In this way, by transmitting the risk potential around the host vehicle to the driver by the accelerator pedal reaction force, the driver can intuitively recognize information through the sense of touch. However, when the risk potential is transmitted from the accelerator pedal reaction force, that is, via the tactile sense, sufficient information cannot be transmitted due to the resolution of the sensory organ that controls the tactile sense of the driver, individual differences, and individual differences due to physical condition, etc. Sometimes. Therefore, in the seventh embodiment, the risk potential around the host vehicle is transmitted to the driver via the tactile sense as the accelerator pedal reaction force, and is also transmitted to the driver via the visual display by displaying the risk potential.

  Specifically, the display amount calculation unit 60E of the controller 60 determines the display amount of the risk potential, that is, the display content of the risk potential. The display device 110 performs display according to the display content determined by the display amount calculation unit 60E, and transmits the risk potential as visual information to the driver.

  In this way, when the risk potential is transmitted to the driver via the tactile sense, visual information is used to assist the driver in easily recognizing the risk potential. In particular, for a driver who is not in a risk potential transmission system via tactile sense, the learning process until the user gets used to the system can be shortened. In addition, it is possible to assist the driver who has already become accustomed to the system to easily recognize the risk potential when the operation of the system is started.

  Hereinafter, accelerator pedal reaction force control and risk potential display control in the seventh embodiment will be described in detail with reference to FIG. FIG. 23 is a flowchart illustrating a processing procedure of the driving operation assist control processing by the controller 60 according to the seventh embodiment. This process is continuously performed at regular intervals, for example, every 50 msec.

  In step S1100, the traveling 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 S1200, the obstacle situation recognition unit 60A recognizes the obstacle situation around the host vehicle from the traveling environment read in step S1100. 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 S1300, the risk potential calculation unit 60B calculates a risk potential RP around the host vehicle based on the obstacle status recognized in step S1200. 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. And is obtained by the following (formula 4).
Allowable time TTC = −D / Vr (Formula 4)

  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 (Equation 5).
Inter-vehicle time THW = D / Vf (Formula 5)

  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 5).

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 6).
RP = a / THW + b / TTC (Formula 6)
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 S1400, the stimulus amount calculation unit 60D calculates a stimulus amount, that is, an accelerator pedal reaction force control amount dF, according to the risk potential RP calculated in step S1300. The reaction force control amount dF is proportional to the risk potential RP, and can be calculated by, for example, (Equation 7) below.
dF = k1 · RP (Expression 7)
Here, k1 is a constant, and an appropriate value is set in advance.

  In the subsequent step S1500, the accelerator pedal reaction force control amount dF calculated in step S1400 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 in accordance with a command from the controller 60, and transmits the risk potential RP around the host vehicle to the driver as tactile information.

  In step S1600, the display amount calculation unit 60E determines the display amount, that is, the display content of the risk potential RP displayed on the display device 110, based on the risk potential RP calculated in step S1300. The display contents and display form of the risk potential RP determined here will be described later.

  In step S1700, the display amount calculated in step S1600 is output to display device 110. The display device 110 displays the display content according to the command from the controller 60 on the display monitor, and transmits the risk potential RP around the host vehicle as visual information to the driver. Thus, the current process is terminated.

Next, how the risk potential RP is displayed on the display device 110 will be described. The display form of the risk potential RP includes the following.
(1) Risk potential RP is displayed as a numerical value (1-1) Risk potential RP is displayed as an absolute value (1-2) Risk potential RP is displayed as a relative value (2) Risk potential RP is displayed as a graphic (2-1 ) Only the risk potential RP is displayed in a bar graph. (2-2) The risk potential RP and the presence or absence of a preceding vehicle are displayed. (2-2a) The vehicle and the preceding vehicle are displayed as viewed from above. (2-3) Display the risk potential RP and the inter-vehicle distance to the preceding vehicle (2-3a) Separate the display area of the risk potential RP and the inter-vehicle distance (2-3b) of the risk potential RP Shared display area and inter-vehicle distance display area (2-3c) Display of risk potential RP with contour lines (curves) (2-3d) Risk pot Display the Charlottenburg RP by contour lines (straight line)

  In the seventh embodiment, the risk potential RP is displayed by any one of the display modes listed here. Below, the display content of each display form is demonstrated in detail using drawing.

(1) The risk potential RP is displayed as a numerical value (1-1) The risk potential RP is displayed as an absolute value FIGS. 24A to 24C show display examples when the risk potential RP is displayed as an absolute value. The display amount calculation unit 60E outputs a command to the display device 110 so that the value of the risk potential RP calculated by the risk potential calculation unit 60B is displayed as it is. Thereby, the absolute value of the risk potential RP is displayed on the display monitor of the display device 110 as shown in FIGS.

(1-2) Display of Risk Potential RP as Relative Value FIGS. 25A to 25C show display examples when the risk potential RP is displayed as a relative value. The display amount calculation unit 60E calculates the relative value (%) of the risk potential RP calculated by the risk potential calculation unit 60B with the specified value obtained from general driving behavior statistical data as an upper limit of 100%. Here, for example, the 95% tile value of the risk potential RP in the statistical data is set as the specified value. The display amount calculation unit 60E outputs a command to the display device 110 so as to display the risk potential RP as a relative value. As a result, the relative value (%) of the risk potential RP is displayed on the display monitor of the display device 110 as shown in FIGS.

(2) Displaying Risk Potential RP as a Graphic (2-1) Displaying only Risk Potential RP as a Bar Graph FIGS. 26A to 26C show display examples when the risk potential RP is displayed as a bar graph. FIGS. 26A to 26C show cases where the risk potential RP is small, medium, and large, respectively. As the risk potential RP increases, the lighting area of the bar graph A on the display monitor rises as shown in FIGS. Further, the larger the risk potential RP, the darker the color is displayed.

  For example, when the risk potential RP is small, as shown in FIG. 26A, only two areas A1 from the bottom of the bar graph A are lit in a light color, and the remaining areas are turned off. When the risk potential RP increases, the lighting area of the bar graph A increases as shown in FIG. Here, in addition to the area A1, the area A2 is lit in a slightly darker color. When the risk potential RP further increases, the entire area of the bar graph A is lit as shown in FIG. The area A4 when the risk potential RP is large is lit in a darker color than the areas A2 and A3 when the risk potential RP is medium.

  The display amount calculation unit 60E determines the lighting area of the bar graph on the display monitor based on the risk potential RP calculated by the risk potential calculation unit 60B, and outputs a command to the display device 110.

(2-2) Display of risk potential RP and presence / absence of preceding vehicle (2-2a) Display of own vehicle and preceding vehicle as viewed from above FIGS. 27 (a) to (c) show risk potential RP and preceding vehicle. The example of a display in the case of displaying presence or absence as a figure which looked at the own vehicle and the preceding vehicle from the upper part is shown. FIGS. 27A to 27C show a case where there is no preceding vehicle, a case where the risk potential RP is small in the state where the preceding vehicle exists, and a case where the risk potential RP is large in the state where the preceding vehicle exists. Yes.

  As shown in FIG. 27A, when the preceding vehicle is not detected, only the host vehicle B is displayed on the display monitor. The host vehicle B is displayed in a pentagonal shape, for example, below the display monitor and between the lines C representing the lane marker of the host lane. Nothing is displayed in front of the host vehicle B, that is, above the display monitor, indicating that no preceding vehicle has been detected.

  When the preceding vehicle is detected, as shown in FIGS. 27B and 27C, the preceding vehicle D lights in front of the own vehicle B, that is, above the display monitor, and is displayed on the display monitor together with the own vehicle B. Is displayed. The preceding vehicle D is represented by a pentagon like the host vehicle B, for example. In addition, the space between the host vehicle B and the preceding vehicle D 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 magnitude of the risk potential RP is represented by the number of bars, and the number of bars that are lit increases 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 B increases, and the width and height on the preceding vehicle D side increase as the risk potential RP increases.

  In addition, it is desirable to change the color of the own vehicle B and the preceding vehicle D so that the own vehicle B and the preceding vehicle D can be easily distinguished on the display monitor. For example, the preceding vehicle D is displayed in a darker color than the host vehicle B, that is, a conspicuous color with high visibility, and the risk potential RP is displayed in the same color as the preceding vehicle D.

(2-2b) Display as a view of the preceding vehicle as viewed from behind FIGS. 28 (a) to (d) are display examples when the risk potential RP and the presence or absence of the preceding vehicle are displayed as a view of the preceding vehicle as viewed from the rear. Show. 28A to 28D show a case where there is no preceding vehicle, a case where the risk potential RP is small in the state where the preceding vehicle is present, a case where the risk potential RP is medium in a state where the preceding vehicle is present, and a case where the preceding vehicle is present. Each shows a case where the risk potential RP is large in the presence of a car.

  As shown in FIG. 28A, when the preceding vehicle is not detected, the preceding vehicle E is displayed in a light color, that is, a color close to the background color. At this time, the line F representing the lane marker of the own lane is also displayed, and the preceding vehicle E is displayed above the display of the lane marker F. The lane marker F has a narrower interval as it approaches the preceding vehicle E in order to express a sense of perspective. If no preceding vehicle is detected, the preceding vehicle may not be displayed.

  When the preceding vehicle is detected, as shown in FIGS. 28B to 28D, the preceding vehicle E is turned on or displayed in a conspicuous color that improves the visibility of the preceding vehicle E. At this time, the risk potential RP is displayed between the preceding vehicle E and the host vehicle, that is, below the preceding vehicle E on the display monitor and between the lane markers F. The magnitude of the risk potential RP is represented by the number of elliptical areas to be displayed. As the risk potential RP increases, the lighting area increases and becomes larger.

  For example, when the risk potential RP is small, only one elliptical area is displayed immediately below the preceding vehicle E as shown in FIG. When the risk potential RP becomes medium, the number of displayed areas increases toward the lower side of the preceding vehicle E as shown in FIG. At this time, the width of the point and the area becomes larger as the vehicle is below the preceding vehicle E. When the risk potential RP is further increased, the number of lighting areas is further increased as shown in FIG. 28 (d), and the width of the lighting areas is further increased. That is, the entire risk potential RP is displayed in a pyramid shape that increases in width as the distance from the preceding vehicle E increases, and the lighting area increases as the risk potential RP increases, so that it approaches the virtual host vehicle position below the display monitor. Is displayed.

(2-3) Display the risk potential RP and the inter-vehicle distance to the preceding vehicle. (2-3a) Separate the display area of the risk potential RP and the inter-vehicle distance. FIGS. 29 (a) to 29 (e) show the risk potential RP. A display example in which the inter-vehicle distance to the preceding vehicle is displayed as a view of the host vehicle and the preceding vehicle viewed from above is shown. 29A shows a case where no preceding vehicle exists, FIG. 29B shows a state where the preceding vehicle exists, the risk potential RP is small and the inter-vehicle distance is large, and FIG. 29C shows a state where the preceding vehicle exists. When the risk potential RP and the inter-vehicle distance are small, FIG. 29D shows the case where the preceding vehicle exists and the risk potential RP and the inter-vehicle distance are large, and FIG. 29E shows the risk potential RP when the preceding vehicle exists. Respectively, and the distance between the vehicles is small.

  As shown in FIG. 29A, when there is no preceding vehicle, the host vehicle G is displayed below the display monitor and between the lines H representing the lane marker of the host lane. The host vehicle G is represented by a pentagon, for example. At this time, nothing is displayed in front of the host vehicle G, that is, above the display monitor, indicating that there is no preceding vehicle. When the preceding vehicle exists, as shown in FIGS. 29B to 29E, the preceding vehicle I is lit, and the preceding vehicle I is displayed at a display position corresponding to the actual inter-vehicle distance between the host vehicle and the preceding vehicle. Is displayed. The preceding vehicle I is represented by a pentagon like the host vehicle G, for example. Here, the inter-vehicle distance is classified into two areas, large and small, and when the inter-vehicle distance is in the large area, as shown in FIGS. The preceding vehicle I is displayed above the monitor. On the other hand, when the inter-vehicle distance is in a small region, the preceding vehicle I is displayed at a position close to the host vehicle G as shown in FIGS.

  Further, the area between the host vehicle G and the preceding vehicle I on the display monitor is set as a risk potential RP display area, and the risk potential RP is bar-displayed stepwise. Specifically, the magnitude of the risk potential RP is represented by the number of bars, and the number of bars that are lit increases as the risk potential RP increases. The entire display of the risk potential RP is expressed as a trapezoid whose width increases as the distance from the host vehicle G increases, and the width and height of the preceding vehicle I increase as the risk potential RP increases. In this way, the upper part of the display monitor is the area J for displaying the presence / absence of the preceding vehicle and the inter-vehicle distance to the preceding vehicle. To do.

  In other words, even if the inter-vehicle distance display area J and the risk potential display area K are separated on the display monitor and the inter-vehicle distance becomes the minimum value detectable by the sensor, the preceding vehicle I is outside the inter-vehicle distance display area J. Is not displayed. In addition, as a display area K for the risk potential RP, a space that can display the upper limit value of the risk potential RP is secured. It is desirable to change the colors of the host vehicle G and the preceding vehicle I so that the host vehicle G and the preceding vehicle I can be easily distinguished on the display monitor. For example, the preceding vehicle I is displayed in a darker color than the host vehicle G, that is, a conspicuous color with high visibility, and the risk potential RP is displayed in the same color as the preceding vehicle I.

(2-3b) Sharing risk potential RP display area and inter-vehicle distance display area FIGS. 30 (a) to 30 (e) show the risk potential RP and the inter-vehicle distance to the preceding vehicle. A display example in the case of displaying as a view is shown. 30A shows a case where there is no preceding vehicle, FIG. 30B shows a state where the preceding vehicle exists, the risk potential RP is small and the inter-vehicle distance is large, and FIG. 30C shows a state where the preceding vehicle exists. When the risk potential RP and the inter-vehicle distance are small, FIG. 30D shows a case where the preceding vehicle exists and the risk potential RP and the inter-vehicle distance are large, and FIG. 30E shows the risk potential RP when the preceding vehicle exists. Respectively, and the distance between the vehicles is small.

  As shown in FIG. 30A, when there is no preceding vehicle, the host vehicle L is displayed below the display monitor and between the lines M representing the lane marker of the host lane. The host vehicle L is represented by a pentagon, for example. At this time, nothing is displayed in front of the host vehicle L, that is, above the display monitor, indicating that there is no preceding vehicle. When the preceding vehicle exists, as shown in FIGS. 30B to 30E, the preceding vehicle N is turned on, and the preceding vehicle N is displayed at a display position corresponding to the distance between the host vehicle L and the preceding vehicle N. Is displayed. The preceding vehicle N is represented by a pentagon like the host vehicle L, for example. Here, the inter-vehicle distance is classified into two areas, large and small, and when the inter-vehicle distance is in the large area, as shown in FIGS. The preceding vehicle N is displayed above the monitor. On the other hand, when the inter-vehicle distance is in a small region, the preceding vehicle N is displayed at a position approaching the host vehicle L as shown in FIGS.

  Above the host vehicle L on the display monitor, the risk potential RP is displayed as a bar in stages. The magnitude of the risk potential RP is represented by the number of bars, and the number of bars that are lit increases 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 L increases, and the width and height of the upper side increase as the risk potential RP increases.

  When the inter-vehicle distance to the preceding vehicle is small, the preceding vehicle N is displayed superimposed on the risk potential RP. That is, the display area of the inter-vehicle distance and the display area of the risk potential RP are shared. At this time, the display color is set to be different so that the preceding vehicle N and the risk potential RP can be easily distinguished on the display monitor. For example, the risk potential RP is displayed in a light color with respect to the display color of the preceding vehicle N. Further, it is desirable to change the colors of the host vehicle L and the preceding vehicle N so that the host vehicle L and the preceding vehicle N can be easily distinguished.

  When the inter-vehicle distance display area and the risk potential display area are shared as shown in FIGS. 30A to 30E, the inter-vehicle distance display area can be made larger than when the two are separated. Therefore, for example, the inter-vehicle distance to the preceding vehicle can be classified into three stages of large, medium, and small, and the preceding vehicle can be displayed at a position corresponding to each area, or can be set as a display position corresponding to the actual inter-vehicle distance. .

(2-3c) Display of risk potential RP with contour lines (curves) In FIGS. 31A to 31C, the risk potential RP and the inter-vehicle distance to the preceding vehicle are displayed as a view of the host vehicle and the preceding vehicle from above. An example of display when FIG. 31 (a) shows a case where there is no preceding vehicle, FIG. 31 (b) shows a case where the preceding vehicle is present and the risk potential RP is small, and FIG. 31 (c) shows a case where the preceding vehicle is present. Each shows a large case.

  As shown in FIG. 31A, when there is no preceding vehicle, the host vehicle O is displayed below the display monitor and between the lines P representing the lane marker of the host lane. The host vehicle O is represented by a pentagon, for example. At this time, nothing is displayed in front of the host vehicle O, that is, above the display monitor, indicating that there is no preceding vehicle. When there is a preceding vehicle, as shown in FIGS. 31B and 31C, the preceding vehicle Q is turned on, and the risk potential RP is displayed as a contour line (curve) R with the preceding vehicle Q as a reference. The preceding vehicle Q is represented by a pentagon like the host vehicle O, for example.

  31 (b) and 31 (c), regions having the same level of risk potential RP are separated by contour lines R, and the darker the region, the greater the risk potential RP. The contour line R is displayed in the own lane, that is, between the lane markers R. The display range of the risk potential RP, that is, the contour line R, changes according to the risk potential RP for the preceding vehicle Q. Specifically, as the risk potential RP increases, the display range of the contour line R moves below the display monitor, and the darker area approaches the host vehicle O. When the own vehicle O and the display of the contour line R overlap, the own vehicle O is displayed on the display range of the contour line R.

  The level of the current risk potential RP of the host vehicle O is indicated by the front end O1 of the host vehicle O. For example, as shown in FIG. 31 (b), when the front end O1 of the host vehicle O is in a light-colored region, the risk potential RP for the preceding vehicle Q is small, as shown in FIG. 31 (c). When the front end O1 of the host vehicle O is in a dark region, the risk potential RP for the preceding vehicle Q is high.

  The contour line R of the risk potential RP is appropriately set so as to represent the level of the risk potential RP for the preceding vehicle based on the risk potential RP calculated from the above-described (Equation 6). Even in the vicinity of the preceding vehicle, the risk potential RP is considered to be lower in the diagonally behind the preceding vehicle than in the rear of the preceding vehicle. Therefore, as shown in FIGS. 31 (b) and 31 (c), the contour line R is represented by a curve so that the risk potential RP of the area immediately behind the preceding vehicle Q, that is, the region immediately below the preceding vehicle Q on the display monitor, is maximized. Yes.

  The interval between the host vehicle O and the preceding vehicle Q on the display monitor varies according to the inter-vehicle distance to the preceding vehicle O. For example, the interval between the host vehicle O and the preceding vehicle Q on the display monitor is made to correspond to the actual inter-vehicle distance. Alternatively, the inter-vehicle distance can be classified into a plurality of areas, and the preceding vehicle Q can be displayed at a position corresponding to each area. It is desirable to change the colors of the own vehicle O and the preceding vehicle Q so that the own vehicle O and the preceding vehicle Q can be easily distinguished on the display monitor. For example, the preceding vehicle Q is displayed in a darker color than the host vehicle O, that is, a conspicuous color with high visibility.

(2-3d) Display of the risk potential RP with contour lines (straight lines) In FIGS. 32A to 32C, the distance between the risk potential RP and the preceding vehicle is displayed as a view of the host vehicle and the preceding vehicle from above. An example of display when 32A shows a case where no preceding vehicle is present, FIG. 32B shows a case where the preceding vehicle is present and the risk potential RP is small, and FIG. 32C shows a case where the preceding vehicle is present and the risk potential RP. Each shows a large case.

  As shown in FIG. 32A, when there is no preceding vehicle, the host vehicle S is displayed below the display monitor and between the lines T representing the lane marker of the host lane. The host vehicle S is represented by a pentagon, for example. At this time, nothing is displayed in front of the host vehicle S, that is, above the display monitor, indicating that there is no preceding vehicle. When the preceding vehicle exists, as shown in FIGS. 32B and 32C, the preceding vehicle U is turned on, and the risk potential RP is displayed as a contour line V (straight line) with the preceding vehicle U as a reference. Like the host vehicle S, the preceding vehicle U is represented by a pentagon. The contour line V of the risk potential RP is appropriately set so as to represent the level of the risk potential RP with respect to the preceding vehicle U based on the risk potential RP calculated from the above (Equation 6).

  32 (b) and 32 (c), regions having the same level of risk potential RP are divided by contour lines V, and the darker the region, the larger the risk potential RP. The contour line V is displayed in the own lane, that is, between the lane markers R. The display range of the risk potential RP, that is, the contour line V, changes according to the risk potential RP for the preceding vehicle U. Specifically, as the risk potential RP increases, the display range of the contour line U moves below the display monitor, and the darker area approaches the host vehicle O. When the host vehicle S and the display of the contour line V overlap, the host vehicle S is displayed on the display range of the contour line V.

  The current level of the risk potential RP of the host vehicle S is indicated by the front end S1 of the host vehicle S. For example, as shown in FIG. 32 (b), when the tip S1 of the host vehicle S is in a light-colored region, the risk potential RP for the preceding vehicle U is small, as shown in FIG. 32 (c). When the front end S1 of the host vehicle S is in a dark region, the risk potential RP for the preceding vehicle U is high.

  In addition, the space | interval of the own vehicle S and the preceding vehicle U in a display monitor changes according to the inter-vehicle distance to a preceding vehicle. For example, the interval between the host vehicle S and the preceding vehicle U on the display monitor is made to correspond to the actual inter-vehicle distance. Alternatively, the inter-vehicle distance can be classified into a plurality of regions, and the preceding vehicle U can be displayed at a position corresponding to each region. It is desirable to change the colors of the host vehicle S and the preceding vehicle U so that the host vehicle S and the preceding vehicle U can be easily distinguished on the display monitor.

  In the contour line display shown in FIGS. 31A to 31C and FIGS. 32A to 32C, the display position of the preceding vehicle on the display monitor can be fixed. In this case, for example, the shape of the equal risk potential region divided by the contour line is changed according to the size of the risk potential RP with respect to the preceding vehicle.

Thus, in the seventh embodiment described above, the following operational effects can be achieved.
(1) The controller 60 calculates the risk potential RP around the host vehicle based on the traveling environment around the host vehicle detected by the laser radar 10, the front camera 20, and the vehicle speed sensor 30. The controller 60 transmits the calculated risk potential RP to the driver via tactile sense, displays information on the risk potential RP on the display device 110, and transmits the risk potential RP as visual information to the driver. As a result, the risk potential RP can be determined by visual information even in a situation where the risk potential RP cannot be sufficiently transmitted only from the tactile sensation due to, for example, the resolution of the sensory organ that controls the tactile sense of the driver, individual differences, and individual differences. Can communicate accurately. Further, for drivers who are not familiar with the system for recognizing the risk potential RP around the host vehicle by tactile sense, it is possible to easily recognize the risk potential RP by additionally obtaining visual information. The process of learning can be shortened.
(2) The controller 60 graphically displays information on the risk potential RP, thereby transmitting the risk potential RP as visual information to the driver. As a result, the driver can intuitively recognize the risk potential RP.
(3) The controller 60 transmits the risk potential RP as visual information to the driver by numerically displaying information on the risk potential RP. As a result, the driver can quickly recognize a specific value of the risk potential RP.
(4) When the controller 60 graphically displays information on the risk potential RP, the controller 60 displays the information using, for example, contour lines. Specifically, as shown in FIGS. 31 (a) to 31 (c) and FIGS. 32 (a) to 32 (c), regions having the same level of the risk potential RP are indicated by contour lines. More specifically, contour lines of the risk potential RP centering on the obstacle, that is, the preceding vehicle are drawn. As a result, the driver can intuitively recognize the distribution of the risk potential RP around the host vehicle. In addition, since the current risk potential RP is displayed at the tip of the host vehicle displayed on the display monitor, the driver can determine which of the current risk potential RP of the host vehicle in the distribution of the risk potential RP with respect to the preceding vehicle. The degree can be easily recognized.
(5) When the controller 60 graphically displays information on the risk potential RP, the controller 60 displays the information using, for example, a bar graph. Specifically, as shown in FIGS. 26A to 26C, the lighting range of the bar graph on the display monitor is changed according to the risk potential RP. As a result, the driver can intuitively recognize the risk potential RP around the host vehicle.
(6) Further, when the controller 60 graphically displays information on the risk potential RP, the controller 60 displays an obstacle existing around the host vehicle, that is, a preceding vehicle, separately from the host vehicle. For example, as shown in FIGS. 27A to 27C, when a preceding vehicle ahead of the host vehicle is detected by sensors such as the laser radar 10 and the front camera 20, the preceding vehicle is turned on on the display monitor. Accordingly, the driver can recognize that the preceding vehicle has been detected by the sensor.
(7) The controller 60 displays information related to the risk potential RP, for example, whether there is a preceding vehicle, changes in the risk potential RP, and tactile information corresponding to the risk potential RP, that is, changes in the amount of stimulation, etc. Present by controlling brightness, and / or blinking status. For example, the change in the risk potential RP with respect to the preceding vehicle is represented by the number of bars that are lit as shown in FIGS. The presence or absence of the preceding vehicle can be represented by the display color of the preceding vehicle, for example, as shown in FIGS. Moreover, the change of the stimulus amount according to the risk potential RP can be represented by blinking the preceding vehicle displayed on the display monitor, as will be described later with reference to FIGS. 33 and 34. As described above, the driver can easily recognize each information by presenting various information regarding the risk potential RP according to the size, brightness, and / or blinking state of the graphic on the display monitor.
(8) When the controller 60 displays the information regarding the risk potential RP numerically, for example, the controller 60 displays it using an absolute value. Specifically, as shown in FIGS. 24A to 24C, the value of the risk potential RP calculated based on the traveling environment around the host vehicle is displayed on the display monitor as it is. By displaying the absolute value of the risk potential RP as described above, the risk potential RP can be directly determined for a driver who is used to the present system. In particular, by gaining experience, the driver can understand how much risk the driver actually feels with respect to the risk potential RP displayed on the display device 110. The risk potential RP can be determined.
(9) When the controller 60 numerically displays information on the risk potential RP, the controller 60 displays the relative value, for example. Specifically, as shown in FIGS. 25A to 25C, the relative value of the risk potential RP calculated based on the traveling environment around the host vehicle is displayed on the display monitor. Here, as described above, for example, the 95% tile value is set as the upper limit of 100% from the statistical data of the risk potential RP due to general driving behavior, and the relative value of the risk potential RP is calculated. As a result, the driver can easily understand the degree of the risk potential RP. In particular, for a driver who does not have the experience of recognizing the risk potential RP numerically, by displaying the relative value of the risk potential RP with respect to the upper limit of the risk potential RP set based on statistical data, Easy to understand.
(10) The vehicle driving assistance device 2 transmits the risk potential around the host vehicle to the driver as an accelerator pedal reaction force. Specifically, the controller 60 calculates the amount of stimulation corresponding to the risk potential RP in order to transmit the risk potential RP to the driver via the sense of touch. Here, the stimulus amount is the reaction force control amount dF of the accelerator pedal 82, and the risk potential RP is transmitted via the driver's sense of touch by adding the reaction force control amount dF to the accelerator pedal reaction force. The risk potential RP can be surely notified to the driver by transmitting the risk potential RP via the reaction force of the accelerator pedal 82 that has been in contact with the driver for a long time during traveling.

-Modification 1 of the seventh embodiment-
In the above-described seventh embodiment, the example in which the risk potential RP calculated by the risk potential calculation unit 60B is transmitted to the driver as tactile information and visual information has been described. Here, visual information representing the risk potential RP and tactile information are linked to each other and transmitted to the driver.

  FIG. 33 shows the relationship between the risk potential RP and the reaction force control amount dF in Modification 1 of the seventh embodiment. FIGS. 34A to 34C show display examples when the risk potential RP and the inter-vehicle distance to the preceding vehicle are displayed as a view of the host vehicle and the preceding vehicle as viewed from above. FIG. 34 (a) shows a case where there is no preceding vehicle, FIG. 34 (b) shows a case where there is a preceding vehicle and the risk potential RP is medium, and FIG. 34 (c) shows a case where there is a preceding vehicle. The cases where the potential RP is large are shown.

  As shown in FIG. 34A, when there is no preceding vehicle, only the host vehicle W is displayed on the display monitor. The host vehicle W is represented by, for example, a pentagon between the lines X representing the lane markers, and nothing is displayed above the host vehicle W. When the preceding vehicle is detected, as shown in FIG. 34 (b), for example, the preceding vehicle Y represented by a pentagon is turned on, and the risk potential RP is displayed stepwise between the host vehicle W and the preceding vehicle Y. . The greater the risk potential RP, the greater the number of bars that are lit. The entire display of the risk potential RP is expressed as a trapezoid whose width increases as the distance from the host vehicle W increases, and the width and height of the upper side increase as the risk potential RP increases.

  When the risk potential RP exceeds a predetermined maximum value RPa, the number of bars to be lit is maximized as shown in FIG. 34 (c). Further, at this time, the display of the preceding vehicle Y blinks. Here, the fact that the display of the preceding vehicle Y blinks is shown in a simplified manner by the display of Z shown around the preceding vehicle Y.

  As shown in FIG. 33, the reaction force control amount dF increases as the risk potential RP increases. When the risk potential RP exceeds the upper limit value RPa, the reaction force control amount dF slightly increases and decreases, causing the accelerator pedal 82 to vibrate. As described above, when the risk potential RP exceeds the maximum value RPa, the display of the preceding vehicle on the display device 110 blinks and vibration is generated in the accelerator pedal 82. Whether the risk potential RP exceeds the maximum value RPa is determined by the necessary information determination unit 60C of the controller 60.

  As described above, when the risk potential RP exceeds the maximum value RPa, the controller 60 blinks the preceding vehicle on the display monitor and vibrates the accelerator pedal 82. Thus, the driver can be surely notified that the risk potential RPa has reached the maximum value by the visual information and the tactile information.

-Modification 2 of the seventh embodiment-
In the above-described seventh embodiment, the example in which the current risk potential RP calculated by the risk potential calculation unit 60B is displayed on the display device 110 in various forms has been described. Here, past values are displayed together with the current risk potential RP. The operation of the second modification of the seventh embodiment will be described below.

FIG. 35 is a flowchart showing the procedure of the driving assistance control process in the second modification of the seventh embodiment. This process is continuously performed at regular intervals, for example, every 50 msec.
The processing in steps S2100 to S2500 is the same as the processing in steps S1100 to S1500 shown in the flowchart of FIG. The risk potential RP calculated in step S2300 is stored in the memory of the controller 60 each time it is calculated.

  In step S2550, from the past risk potential RP stored in the memory of the controller 60, the past average value RPave of the risk potential RP from the start of driving, that is, after the ignition key is turned on is calculated. In step S2600, the display amount, that is, the display content of the risk potential RP to be displayed on the display device 110 is determined based on the current risk potential RP and the past average value RPave. The display contents and display form of the risk potential RP determined here will be described later.

  In step S2700, the display amount calculated in step S2600 is output to display device 110. Thus, the current process is terminated.

  Next, a display form of the current value and the past average value of the risk potential RP on the display device 110 will be described. Here, the absolute value or relative value of the risk potential RP is displayed in time series. Specifically, the absolute value or relative value of the current value and the past average value of the risk potential RP is displayed in a line graph. First, the case where the absolute value of the risk potential RP is displayed in time series will be described.

(A) Time Series Display of Absolute Value of Risk Potential RP FIGS. 36A to 36C show display examples when the absolute values of the current risk potential RP and the past average value RPenv are displayed in time series. . 36 (a) to 36 (c) are logarithmic representations of the time change of the absolute value of the risk potential RP. When the current risk potential RP is small (for example, RP ≦ 1.0), it is medium (for example, 1.0 <RP ≦ 2.0) and a large case (for example, 2.0 <RP ≦ 3.0), respectively.

  In FIGS. 36A to 36C, the current risk potential RP is indicated by a circle, and the temporal change of the past average value RPenv is indicated by a line graph. For example, the value 15 minutes before the present indicates the average value of the risk potential RP from the start of traveling to the time 15 minutes before. Here, the upper limit of the display of the risk potential RP is, for example, RP = 3.0. The upper limit value of the risk potential RP is represented by, for example, a thick line. When the calculated risk potential RP exceeds the upper limit value, the risk potential RP is fixed and displayed at the upper limit value. In addition, the background color of the display screen is changed in an area where the risk potential RP is small, medium and large. More specifically, the background color is darkened in a region where the risk potential RP is large, and the contrast with the value of the risk potential RP is increased.

  As shown in FIG. 36A, when the current risk potential RP is small, the current risk potential RP and the past average value RPave are shown in the same color. The background color of the region where the risk potential RP is small is a light color. As shown in FIG. 36B, when the current risk potential RP is medium, the current risk potential RP and the past average value RPave are shown in the same color. The background color of the region where the risk potential RP is medium is darker than the region where the risk potential RP is small.

  As shown in FIG. 36C, when the current risk potential RP is large, the current risk potential RP is shown in a brighter color than the past average value RPave. The background color of the region where the risk potential RP is large is darker than the region where the risk potential RP is medium. Accordingly, the current risk potential RP and the past average value RPave, and the contrast between the risk potential RP and the background color are increased, and the visibility of the current risk potential RP is improved.

(B) Time Series Display of Relative Values of Risk Potential RP FIGS. 37A to 37C show display examples in the case of displaying the relative values of the current risk potential RP and the past average value RPenv in time series. . 37 (a) to 37 (c) are logarithmic representations of changes in the relative value of the risk potential RP in a logarithmic manner, and show cases where the current risk potential RP is small, medium, and large, respectively.

  37A to 37C, the current risk potential RP is indicated by ◯, and the temporal change of the past average value RPenv is indicated by a line graph. For example, the value 15 minutes before the present indicates the average value of the risk potential RP from the start of traveling to the time 15 minutes before. The display amount calculation unit 60E calculates the relative value (%) of the current risk potential RP and the past average value RPave, with the prescribed value obtained from general driving behavior statistical data as an upper limit of 100%. Here, for example, the 95% tile value of the risk potential RP in the statistical data is set as the specified value. When the calculated relative value of the risk potential RP exceeds 100%, the relative value of the risk potential RP is fixed to 100% and displayed. The upper limit (100%) of the relative value of the risk potential RP is indicated by a bold line.

  Here, for example, the display range (0 to 100%) of the relative value of the risk potential RP is divided into three, and a region having a small risk potential RP, a medium region, and a large region are set in ascending order. Then, the background color on the display monitor is changed in an area where the risk potential RP is small, medium and large. More specifically, the background color is darkened in a region where the risk potential RP is large, and the contrast with the value of the risk potential RP is increased.

  As shown in FIG. 37 (a), when the relative value of the current risk potential RP is small, the current risk potential RP and the past average value RPave are shown in the same color. The background color of the region where the risk potential RP is small is a light color. As shown in FIG. 37 (b), when the relative value of the current risk potential RP is medium, the current risk potential RP and the past average value RPave are shown in the same color. The background color of the region where the risk potential RP is medium is darker than the region where the risk potential RP is small.

  As shown in FIG. 37 (c), when the relative value of the current risk potential RP is large, the current risk potential RP is shown in a lighter color than the past average value RPave. The background color of the region where the risk potential RP is large is darker than the region where the risk potential RP is medium. Accordingly, the current risk potential RP and the past average value RPave, and the contrast between the risk potential RP and the background color are increased, and the visibility of the current risk potential RP is improved.

Thus, in the second modification of the seventh embodiment described above, the following operational effects can be obtained in addition to the effects of the seventh embodiment described above.
(1) When the controller 60 graphically displays information on the risk potential RP, it displays it using a line graph. For example, as shown in FIGS. 36 (a) to 36 (c) or FIGS. 37 (a) to 37 (c), a time series change of information on the risk potential RP is displayed in a line graph. As a result, the driver can objectively understand the current situation based on the transition of the past risk potential RP.
(2) The controller 60 calculates the average value of the risk potential RP from the start of travel as a past value, and displays the past average value RPave of the risk potential RP together with the current risk potential RP. As a result, the driver can objectively understand the current situation based on the transition of the past risk potential RP.
(3) The controller 60 displays the absolute value or relative value of the risk potential RP using a line graph. When the absolute value of the risk potential RP is displayed, it is possible to understand how much risk the driver actually feels with respect to the risk potential RP displayed on the display device 110 by gaining experience. Thus, the risk potential RP can be determined based on the driver's own criteria. On the other hand, when the relative value of the risk potential RP is displayed, especially for a driver who does not have the experience of recognizing the risk potential RP numerically, the risk potential with respect to the upper limit of the risk potential RP set based on statistical data. By displaying the relative value of RP, the risk potential RP can be easily understood.

<< Eighth Embodiment >>
The vehicle driving operation assistance device according to the eighth embodiment of the present invention will be described below. FIG. 38 is a block diagram showing the configuration of the vehicle driving operation assistance device 2A according to the eighth embodiment, particularly the configuration inside and around the controller 60. In FIG. 38, portions having the same functions as those of the seventh embodiment shown in FIG. 22 are denoted by the same reference numerals. Here, differences from the seventh embodiment will be mainly described.

  As shown in FIG. 38, the vehicle driving assistance device 2A further includes a selection switch 40 for selecting a display form of the risk potential RP. Here, by operating the selection switch 40, whether the risk potential RP is displayed in absolute value or relative value can be selected according to the driver's preference.

  A signal from the selection switch 40 is input to the controller 60 and determined by the necessary information determination unit 60C. When the absolute value display of the risk potential RP is selected by the selection switch 40, the necessary information determination unit 60C displays the display amount so that the risk potential RP calculated by the risk potential calculation unit 60B is displayed on the display device 110 as it is. A command is output to the calculation unit 60E. In the display device 110, for example, the absolute value of the risk potential RP is a numerical value as shown in FIGS. 24 (a) to 24 (c), or the absolute value of the risk potential RP as shown in FIGS. 36 (a) to (c). The time series changes are displayed as a line graph.

  On the other hand, when the relative value display of the risk potential RP is selected by the selection switch 40, the display amount calculation unit 60E is configured to calculate and display the relative value of the risk potential RP calculated by the risk potential calculation unit 60B. Outputs a command. In the display device 110, for example, the relative value of the risk potential RP is a numerical value as shown in FIGS. 25 (a) to 25 (c), or the relative value of the risk potential RP as shown in FIGS. 37 (a) to (c). The time series changes are displayed as a line graph. The method for calculating the relative value of the risk potential RP is the same as in the seventh embodiment described above.

  Note that the selection switch 40 can select whether the risk potential RP is displayed as a numerical value or a line graph. Furthermore, various display modes described in the seventh embodiment can be selected by the selection switch 40.

Thus, in the eighth embodiment described above, the following operational effects can be obtained in addition to the effects of the seventh embodiment described above.
(1) Since the display mode of information on the risk potential RP in the display device 110 can be switched, the display mode can be switched according to the driving environment and the driver's preference.
(2) The driver can switch the absolute value and the relative value of the risk potential RP to be displayed on the display device 110 by operating the selection switch 40. Thereby, the information regarding the risk potential RP can be presented in a display form according to the driver's preference. In particular, when the absolute value of the risk potential RP is displayed, it is possible to understand how much the driver actually feels the risk potential RP displayed on the display device 110 by gaining experience. The risk potential RP can be determined based on the driver's own criteria. On the other hand, when the relative value of the risk potential RP is displayed, especially for a driver who does not have the experience of recognizing the risk potential RP numerically, the risk potential with respect to the upper limit of the risk potential RP set based on statistical data. By displaying the relative value of RP, the risk potential RP can be easily understood.

<< Ninth embodiment >>
The vehicle driving operation assistance device according to the ninth embodiment of the present invention will be described below. FIG. 39 is a block diagram showing the configuration of the vehicle driving assistance device 2B according to the ninth embodiment, particularly the configuration inside and around the controller 60. In FIG. 39, parts having the same functions as those of the seventh embodiment shown in FIG. 22 are denoted by the same reference numerals. Here, differences from the seventh embodiment will be mainly described.

  In the ninth embodiment, the tactile information corresponding to the risk potential RP, that is, the reaction force control amount, is displayed on the display device 110 together with the risk potential RP around the host vehicle.

  As shown in FIG. 39, a signal from the stimulus amount calculation unit 60D is input to the display amount calculation unit 60E. The display amount calculation unit 60E determines the display content of the display device 110 based on the risk potential RP calculated by the risk potential calculation unit 60B and the reaction force control amount dF calculated by the stimulus amount calculation unit 60D.

  FIG. 40 shows a display example of the risk potential RP and the reaction force control amount dF on the display device 110. As shown in FIG. 40, the time series change of the relative value of the risk potential RP and the reaction force control amount dF is shown by a line graph. The current risk potential RP is indicated by ●. In FIG. 40, for easy viewing, the risk potential RP is indicated by a solid line, and the reaction force control amount dF is indicated by a dotted line. When actually displaying on the display device 110, these can be displayed in different colors. The relative value of the risk potential RP is calculated with a prescribed value (for example, 95% tile value) obtained from general driving behavior statistical data as the upper limit of 100%, as in the seventh embodiment described above.

  FIG. 41 shows the relationship between the risk potential RP and the reaction force control amount dF. Similar to the seventh embodiment described above, the reaction force control amount dF increases in proportion to the risk potential RP. However, when the risk potential RP exceeds the predetermined value RPa, the reaction force control amount dF is fixed to the maximum value dFmax. The predetermined value RPa is the maximum value of the risk potential RP when the risk potential RP is transmitted to the driver as tactile information. The relative value (%) of the reaction force control amount dF is calculated by setting the maximum value dFmax of the reaction force control amount as 100%.

  As shown in FIG. 40, when the current risk potential RP exceeds the maximum value RPa and the relative value of the reaction force control amount exceeds 100%, the relative value of the reaction force control amount dF is fixed to 100% and displayed. . At this time, the ● indicating the current risk potential RP is further blinked. Here, the display of the current risk potential RP blinks in the display monitor by a display a.

  The operation of the ninth embodiment will be described below with reference to FIG. FIG. 42 is a flowchart illustrating the processing procedure of the driving operation assist control processing according to the ninth embodiment. This process is continuously performed at regular intervals, for example, every 50 msec.

  The processing in steps S3100 to S3500 is the same as the processing in steps S1100 to S1500 shown in the flowchart of FIG. In step S3400, the reaction force control amount dF is calculated according to the map of FIG. 41 as described above.

  In step S3510, the necessary information determination unit 60C determines whether or not the risk potential RP calculated in step S3300 exceeds the maximum value RPa. If the determination in step S3510 is affirmative and the current risk potential RP exceeds the upper limit value RPa, the process proceeds to step S3520. In step S3520, it is determined that the current risk potential RP is displayed blinking on the display monitor. On the other hand, if the determination in step S3510 is negative and the current risk potential RP is equal to or less than the upper limit value RPa, the process proceeds to step S3530. In step S3530, it is determined that the current risk potential RP is lit on the display monitor.

  In step S3600, the display amount calculation unit 60E determines the display amount, that is, the display content of the risk potential RP to be displayed on the display device 110, based on the risk potential RP calculated in step S3300 and the reaction force control amount dF calculated in step S3400. To do. Specifically, as described above, the current risk potential RP and the relative value of the reaction force control amount dF are calculated, and the time series change of the relative value of the risk potential RP and the reaction force control amount dF is a line graph. The display amount is determined so that it is displayed at. Furthermore, it is determined whether the current risk potential RP is blinked or lit according to the determination result in step S3520 or step S3530.

  In step S3700, the display amount calculated in step S3600 is output to display device 110. Thus, the current process is terminated.

Thus, in the ninth embodiment described above, the following operational effects can be obtained in addition to the effects of the seventh embodiment described above.
(1) As shown in FIG. 40, for example, the controller 60 displays a stimulus amount calculated according to the risk potential RP around the host vehicle in addition to the risk potential RP. Specifically, the stimulus amount is a reaction force control amount dF added to the accelerator pedal reaction force. As a result, the driver can easily understand from the visual information how the accelerator pedal reaction force changes in conjunction with the risk potential RP.
(2) As shown in FIG. 41, the reaction force control amount dF increases as the risk potential RP increases, and is fixed at the maximum value dFmax when the risk potential RP exceeds the maximum value RPa. Thus, the risk potential RP calculated from the traveling environment around the host vehicle can take an infinite value, but the reaction force generated by the accelerator pedal 82 takes a finite value. Therefore, by displaying that the reaction force control amount dF has reached the maximum value dFmax, it is possible to reliably inform the driver via visual information that the maximum accelerator pedal reaction force is generated by the journal system. it can. For example, as shown in FIG. 40, the controller 60 displays a time series change in the relative values of the risk potential RP and the reaction force control amount dF in a line graph. When the reaction force control amount dF reaches the maximum value dFmax and the relative value of the reaction force control amount dF reaches 100%, the display of the current risk potential RP blinks on the display monitor. By controlling the display state of the display device 110 in this manner, the visibility is improved, and the driver can be surely notified that the reaction force control amount dF is maximum, that is, the risk potential RP is very large.

  In the ninth embodiment described above, the relative value of the risk potential RP is displayed as a line graph as shown in FIG. 40, but the risk potential is similar to that of the second modification of the seventh embodiment described above. The past average value RPave of RP can also be displayed as a line graph. Further, the risk potential RP can be displayed as an absolute value of the reaction force control amount dF. Furthermore, only the reaction force control amount dF corresponding to the risk potential RP can be displayed.

  In the first modification of the seventh embodiment described above, tactile information and visual information are linked, and when the risk potential RP exceeds the maximum value RPa, the preceding vehicle on the display monitor blinks and the accelerator pedal 82 is vibrated. I let you. However, the present invention is not limited to this. Similarly to the ninth embodiment, when the risk potential RP exceeds the maximum value RPa, the reaction force control amount dF is fixed to the maximum value dFmax and the preceding vehicle display blinks. You can also. Thereby, it is possible to notify the driver by visual information that the risk potential RP is very large and the reaction force control amount dF is maximum.

  The display form of the information on the risk potential RP illustrated in the seventh to ninth embodiments is an example. The present invention is not limited to these display forms, and various modifications are possible. For example, as shown in FIGS. 36A to 36C, when the absolute value of the risk potential RP is displayed in a line graph, the background color is color-coded in three stages, but these may be the same color. . However, even in this case, the temporal change of the risk potential RP can be clearly visually recognized with respect to the background color, and it is preferable to display the current risk potential RP more conspicuous particularly in a region where the risk potential RP is large.

  Further, in the seventh to ninth embodiments described above, the stimulus amount is the reaction force control amount dF generated by the accelerator pedal 82 in order to transmit the risk potential RP to the driver via the tactile sense. This is not a limitation. For example, a brake pedal reaction force control amount can be used as the stimulus amount.

  It is also possible to provide a system for transmitting the risk potential RP described in the seventh to ninth embodiments to the driver as visual information independently from the system for transmitting the risk potential RP to the driver as tactile information. It is. 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 seventh to ninth embodiments described above, the laser radar 10, the front camera 20, and the vehicle speed sensor 30 are used as the travel environment detection means, and the controller as the risk potential calculation means, the display control means, and the stimulus amount calculation means. 60 and the controller 60 and the accelerator pedal reaction force control device 80 were used as tactile information transmission means. Further, the display device 110 is used as the display means, and the selection switch 40 is used as the selection means. 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, for example, the necessary information determination unit 60C of the controller 60 is used as the selection means, and when it is determined that the traveling environment around the host vehicle has changed, a command is output to the display amount calculation unit 60E to change the display form of the display device 110. It can also be configured to.

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 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 relationship between a risk potential and an accelerator pedal reaction force control command value. (A) The figure which shows the change of the risk potential and accelerator pedal stroke amount with respect to time, (b) The figure which shows the change of the accelerator pedal reaction force control command value and the vibration reaction force with respect to time, (c) The accelerator pedal additional reaction force with respect to time FIG. 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 figure which shows the relationship between a risk potential and the amplitude of a vibration. (A) The figure which shows the change of the risk potential and accelerator pedal stroke amount with respect to time, (b) The figure which shows the change of the accelerator pedal reaction force control command value with respect to time, and the vibration reaction force. (A) (b) The figure which shows the risk potential display apparatus in 3rd Embodiment. (A) (b) The figure which shows the alerting | reporting lamp | ramp in 3rd Embodiment. (A) The figure which shows the change of the risk potential and accelerator pedal stroke amount with respect to time, (b) The figure which shows the change of the accelerator pedal additional reaction force with respect to time, (c) The figure which shows the output state of an alarm sound. 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 amount of accelerator pedal strokes, and the amplitude of a vibration. (A) The figure which shows the change of the risk potential and accelerator pedal stroke amount with respect to time, (b) The figure which shows the change of the accelerator pedal reaction force control command value and the vibration reaction force with respect to time, (c) The accelerator pedal additional reaction force with respect to time FIG. The flowchart which shows the process sequence of the driving operation assistance control program in the driving assistance device for vehicles of 6th Embodiment. The figure which shows the relationship between the amount of accelerator pedal strokes, and the generation interval of an alarm sound. (A) The figure which shows the change of the risk potential with respect to time, and an accelerator pedal stroke amount, (b) The figure which shows the change of the accelerator pedal reaction force control command value with respect to time, (c) The figure which shows the output state of an alarm sound. The system diagram of the driving assistance device for vehicles by the 7th Embodiment of this invention. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles shown in FIG. The figure which shows the structure around an accelerator pedal. FIG. 20 is a block diagram showing the internal and peripheral configuration of the controller shown in FIG. 19. The flowchart which shows the process sequence of the driving operation assistance control program in the driving assistance device for vehicles of 7th Embodiment. (A)-(c) Display example when risk potential is displayed as an absolute value. (A)-(c) The example of a display when a risk potential is displayed by a relative value. (A)-(c) Display example when risk potential is displayed as a bar graph. (A)-(c) Display example when risk potential is displayed in graphic form. (A)-(d) The example of a display when a risk potential is displayed as a figure. (A)-(e) Display example when risk potential is displayed in graphic form. (A)-(e) Display example when risk potential is displayed in graphic form. (A)-(c) Display example when risk potential is displayed in graphic form. (A)-(c) Display example when risk potential is displayed in graphic form. The figure which shows the relationship between the risk potential and reaction force control amount in the modification 1 of 7th Embodiment. (A)-(c) Display example when risk potential is displayed in graphic form. The flowchart which shows the process sequence of the driving operation assistance control program in the modification 2 of 7th Embodiment. (A)-(c) Display example when risk potential is displayed in graphic form. (A)-(c) Display example when risk potential is displayed in graphic form. The block diagram which shows the structure of the inside and periphery of a controller in 8th Embodiment. The block diagram which shows the structure of the inside and periphery of a controller in 9th Embodiment. The figure which shows the example of a display of the risk potential and reaction force control amount in 9th Embodiment. The figure which shows the relationship between the risk potential and reaction force control amount in 9th Embodiment. The flowchart which shows the process sequence of the driving operation assistance control program in 9th Embodiment.

Explanation of symbols

10: Laser radar 20: Front camera 30: Vehicle speed sensor 50: Controller 80: Accelerator pedal reaction force control device 81: Servo motor 83: Accelerator pedal stroke sensor 60: Controller 110: Display device

Claims (24)

A driving environment detecting means for detecting a relative distance to an obstacle existing around the host vehicle, a relative speed and / or a host vehicle speed as a driving environment around the host vehicle;
Risk potential calculating means for calculating a risk potential representing the degree of proximity of the host vehicle to the obstacle around the host vehicle based on the detection result by the driving environment detecting unit;
Tactile information transmission means for transmitting the risk potential calculated by the risk potential calculation means to the driver as an operation reaction force when the driver operates an accelerator pedal ;
The risk potential displayed on the display unit information on the risk potential calculated by the calculation means, display control for transmitting the risk potential to transmit through the actuation reaction force by the tactile information before SL driver Means ,
Informing means for informing the driver by visual information when the accelerator pedal is depressed so that the driver cannot perceive the operation reaction force generated by the tactile information transmission means. A driving operation assisting device for a vehicle, comprising: The vehicle driving assistance device according to claim 1,
The display control means graphically displays information related to the risk potential. The vehicle driving assistance device according to claim 1,
The vehicle driving operation assisting device, wherein the display control means numerically displays information on the risk potential. The vehicle driving operation assistance device according to claim 2,
The display control means displays information on the risk potential using contour lines. The vehicle driving operation assistance device according to claim 4,
The display control means displays the contour lines of the risk potential centered on the obstacle based on the risk potential calculated by the risk potential. The vehicle driving operation assistance device according to claim 2,
The vehicle operation assisting device for a vehicle, wherein the display control means displays information on the risk potential using a line graph. The vehicle driving operation assistance device according to claim 6,
The display control means displays a time series change of information on the risk potential by the line graph. In the driving assistance device for a vehicle according to claim 6 or 7,
The display control means displays the risk potential and a past average value of the risk potential by the line graph. In the driving assistance device for a vehicle according to any one of claims 6 to 8,
The display control means displays an absolute value or a relative value of the risk potential by the line graph. The vehicle driving operation assistance device according to claim 2,
The vehicle operation assisting device for a vehicle, wherein the display control means displays information on the risk potential using a bar graph. The vehicle driving operation assistance device according to claim 2,
The display control means graphically displays the host vehicle, and graphically displays the obstacles around the host vehicle detected by the traveling environment detection means in distinction from the host vehicle. apparatus. In the vehicle driving assistance device according to any one of claims 2 and 4 to 11,
The vehicular driving operation assisting apparatus, wherein the display control means performs graphic display by controlling a size, brightness, and / or blinking state of a graphic representing information on the risk potential. The vehicle driving assistance device according to claim 3,
The display control means displays the risk potential as an absolute value. The vehicle driving assistance device according to claim 3,
The display control means displays the risk potential as a relative value. In the vehicle driving assistance device according to any one of claims 1 to 14,
A driving operation assisting device for a vehicle, further comprising selection means for selecting the display form of information on the risk potential in the display control means. The vehicular driving assist device according to claim 15,
The vehicular driving operation assisting apparatus, wherein the display control means switches and displays the absolute value and the relative value of the risk potential in accordance with a signal from the selection means. The vehicular driving operation assistance device according to any one of claims 1 to 16,
The tactile information transmission means includes a stimulus amount calculating means for calculating a stimulus amount according to the risk potential in order to transmit the risk potential to the driver.
In addition to the risk potential, the display control means displays the stimulus amount calculated by the stimulus amount calculation means. The vehicle driving assist device according to claim 17,
When the stimulus amount calculated by the stimulus amount calculation means reaches a maximum value, the display control means displays that the stimulus amount has reached the maximum value. . The vehicular driving operation assistance device according to any one of claims 1 to 16,
The tactile information transmission means includes a stimulus amount calculating means for calculating a stimulus amount according to the risk potential in order to transmit the risk potential to the driver.
When the stimulus amount calculated by the stimulus amount calculation means reaches a maximum value, the display control means displays that the stimulus amount has reached the maximum value. . In the driving assistance device for a vehicle according to any one of claims 1 to 19,
An operation amount detecting means for detecting an operation amount of the accelerator pedal;
The informing means detects the accelerator according to the visual information when the operation amount of the accelerator pedal detected by the operation amount detection means is an operation amount that is so small that the driver cannot perceive a change in the operation reaction force. A vehicular driving operation assisting device that notifies that the amount of pedal operation is so small that it cannot be perceived .   A driving environment detecting means for detecting a relative distance to an obstacle existing around the host vehicle, a relative speed and / or a host vehicle speed as a driving environment around the host vehicle;
  Risk potential calculating means for calculating a risk potential representing the degree of proximity of the host vehicle to the obstacle around the host vehicle based on the detection result by the driving environment detecting unit;
  Tactile information transmission means for transmitting the risk potential calculated by the risk potential calculation means to the driver as an operation reaction force when the driver operates an accelerator pedal;
  Informing means for generating an alarm sound when the accelerator pedal is depressed so that the driver cannot perceive even if the operation reaction force is generated on the accelerator pedal by the tactile information transmission means. A driving operation assisting device for a vehicle.   The vehicle driving operation assistance device according to claim 21,
  An operation amount detecting means for detecting an operation amount of the accelerator pedal;
  The notification means generates the alarm sound when the operation amount of the accelerator pedal detected by the operation amount detection means is an operation amount that is so small that the driver cannot perceive a change in the operation reaction force. A driving operation assisting device for a vehicle.   The vehicle driving assistance device according to claim 22,
  In the process in which the operation amount of the accelerator pedal is reduced to an operation amount that is so small that the driver cannot perceive a change in the operation reaction force, the notification means changes the operation amount of the accelerator pedal in the process of generating the warning sound. The driving operation assisting device for a vehicle, which is changed according to the above.   A vehicle comprising the vehicular driving assist device according to any one of claims 1 to 23.

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