JP5919243B2 - Driving training apparatus and driving training method - Google Patents

Description

  The present invention relates to a driving training apparatus and a driving training method for training a driving ability required when driving a vehicle using a simulated road environment displayed on a monitor screen.

  When driving a vehicle, the driver is required to perform a driving operation accurately according to the road environment that changes from moment to moment. And when driving a vehicle, in order for a driver to continue safe driving, it is important to detect a dangerous scene at an early stage and respond with a margin.

  From this point of view, the present applicant has proposed a driving training apparatus in Patent Document 1 for training the risk prediction ability during driving of a vehicle. The driving training device 1 of Patent Literature 1 displays a surrounding situation that is visible from the viewpoint of the driver while the vehicle is traveling along the traveling route as a moving image. In response to the operation of the dangerous scene prediction switch 4 during the display of the moving image, the traveling position corresponding to the timing at which the switch 4 is operated is recorded. When the moving image is displayed in a state where the traveling position is recorded, the moving image is automatically stopped at the recorded traveling position, so that the situation around the vehicle at the recorded traveling position is displayed on the screen. Display as a still image. This makes it possible to examine the driving situation at the moment when a dangerous scene is predicted from various viewpoints (summary). In Patent Document 1, it is possible to train a plurality of trainees (trainees) by providing a plurality of switches 4 (FIG. 2).

JP 2008-151934 A

  As described above, in Patent Document 1, a still image at a timing when the dangerous scene prediction switch 4 is operated (that is, a timing when a trainee predicts a dangerous scene (dangerous scene)) is displayed. That is, in Patent Document 1, a moving image including a danger scene is generated in advance by the driving training device 1 without intervening the driving operation of the trainee, and the trainee performs an operation of designating a position predicted to be dangerous. I do.

  For this reason, in Patent Document 1, although training for predicting a scene of a dangerous scene is possible, a state such as a driving speed necessary for actual driving and a driver's driving operation (accelerator operating tool, brake operating tool, etc.) The operation to be used) cannot be trained, and the dangerous scene associated with the driving operation cannot be learned.

  From another viewpoint, in Patent Document 1, since the trainee needs to perform an operation different from the driving operation in which the danger scene prediction switch 4 is pressed, this idea is temporarily incorporated into the driving training device (driving simulator). Even so, the trainee must perform additional operations to specify the predicted risk position while operating the accelerator operation tool, brake operation tool, etc. for the simulated operation. Disappear.

  The present invention has been made in consideration of the above-described problems, and is capable of effectively performing prediction of a dangerous scene and appropriate driving operation training of a trainee in the predicted dangerous scene. An object is to provide a training device and a driving training method.

The driving training device according to the present invention is for training the driving ability required when driving a vehicle using a simulated road environment displayed on a monitor screen,
The driving training device comprises:
A training control unit that displays a simulated road environment seen from a simulated vehicle on the monitor screen as a video;
A vehicle operation command input unit having a handle operating tool, an accelerator operating tool, and a brake operating tool for controlling the operation of the simulated vehicle;
A storage unit for storing the moving image,
The training control unit performs a simulated driving process for causing a trainee to perform a simulated driving in a simulated course while using the vehicle operation command input unit, and a reproduction process for reproducing the simulated driving,
In the simulated driving process, the training control unit
An obstacle moving on the traveling route of the simulated vehicle while moving or on the traveling route scheduled to enter the simulated vehicle is displayed on the monitor screen,
Store the moving image of the scene until the obstacle obstructs the course of the simulated vehicle in the storage unit,
In the reproduction process, the training control unit
A playback screen for playing back the moving image stored during the simulated driving process and a distance display corresponding to the entire reproduction area consisting of part or all of the simulated course are simultaneously displayed on the monitor screen,
And the present position identifier which shows the present position of the said simulation vehicle corresponding to the said reproduction | regeneration screen currently displayed, and the indication timing that the obstacle obstructs the course of the simulation vehicle can be recognized from the simulation vehicle. and the corresponding sign timing identifier indicating the position of the simulated vehicle, characterized in that to display in association with the distance display.

  According to the present invention, in the simulated driving process, the obstacle enters the traveling route of the simulated vehicle while moving. Alternatively, the obstacle is moving on the travel route on which the simulated vehicle is to enter. For this reason, the trainee can train the driving operation in the dangerous scene including the danger avoidance while confirming the behavior of the moving obstacle. In the reproduction process, the current position identifier and the sign timing identifier are displayed in association with the distance display corresponding to the entire reproduction region. As a result, the trainee can recognize the relationship between the current position and the predictive timing while viewing the playback screen. For this reason, the trainee can objectively confirm the behavior taken by the obstacle and the driving operation taken by the trainee while the simulated vehicle and the obstacle move. As a result, the trainee can perform training that leads to improvement of driving operations such as risk prediction and risk avoidance in a complex road environment where moving obstacles imitating other vehicles exist.

  In the simulated driving process, the training control unit determines an obstacle encounter reference position that is a position where the simulated vehicle is in contact with the obstacle, a position closest to the obstacle, or a peripheral position thereof. In the reproduction process, the training control unit displays an encounter reference position identifier indicating the obstacle encounter reference position in association with the distance display in addition to the current position identifier and the predictive timing identifier. Also good.

  As a result, the trainee can recognize the relationship between the sign timing and the obstacle encounter reference position while viewing the reproduction screen.

  In addition, in both cases where the simulated vehicle touches an obstacle and an accident occurs and when contact with the obstacle is avoided, reconfirmation of the appropriateness or inappropriateness of the operation timing based on the obstacle encounter reference position as a running record It becomes possible to do.

  When the distance display is a straight line display corresponding to the distance of the entire reproduction region, the end of the straight line display may indicate the obstacle encounter reference position. Thereby, it becomes possible to make it easy to intuitively understand the distance relationship by using the linear display. Further, by causing the linear display to correspond to the distance of the entire reproduction region, for example, it is possible to suppress the influence of the speed change as compared with the case of corresponding to the elapsed time. In addition, since the end of the straight line display indicates the obstacle encounter reference position, it is easy for the trainee to check the driving operation from the point of obstacle encounter.

  In the simulated driving process, the training control unit displays the obstacle on the monitor screen, then causes the obstacle to enter a blind spot from the simulated vehicle, and then displays the obstacle again on the monitor screen. In the reproduction process, the training control unit displays a first predictor timing identifier indicating a position corresponding to a first predictor timing at which the obstacle first appears on the monitor screen, and the obstacle is in a blind spot. After entering, a second predictor timing identifier indicating a position corresponding to the second predictor timing appearing again on the monitor screen may be displayed as the predictor timing identifier.

  Thereby, the trainee can experience the traffic condition that the moving obstacle enters the blind spot and disappears once. In the reproduction process, both the first predictor timing identifier before the obstacle enters the blind spot and the second predictor timing identifier after the obstacle enters the blind spot are displayed in association with the distance display. As a result, the trainee can recognize the relationship between the current position and the first and second predictive timings while viewing the playback screen. For this reason, the trainee has missed the first predictive timing that should be noted because the appearance timing of the obstacle that appears to have appeared suddenly near the obstacle encounter reference position is actually the second predictive timing. For example, it is possible to simulate a driving operation such as risk avoidance that should be taken when the first predictive timing is noticed.

  In the simulated driving process, the training control unit may determine the predictive timing based on a visual field range from the simulated vehicle when the simulated vehicle is traveling in a driving lane, and store the predicted timing in the storage unit. Good.

  Thus, the predictive timing is set based on the visual field range during running for the trainee. For this reason, it becomes possible to train driving operation and avoidance operation while performing danger prediction with a feeling close to actual driving operation. In particular, when the simulated vehicle is a motorcycle, the visual field range varies greatly depending on which position (for example, the center, the left end, or the right end) in the width direction of the travel lane, and this difference is reflected. It is possible to appropriately set the predictive timing for all of them. The difference in the field of view can be reflected in the same manner even when the simulated vehicle is a four-wheeled vehicle.

  In the simulated driving process, the training control unit determines whether or not the predictive timing is generated based on a running state of the simulated vehicle, and the predictive timing is displayed on the obstacle displayed on the monitor screen. When it is determined that no occurrence has occurred, in the reproduction process, the training control unit may not display the predictor timing identifier. Depending on the magnitude of the differences in the operation of the trainee during simulated driving (for example, the difference in positional relationship according to the magnitude of travel speed, stop time by signals, intentional stopping, etc.) It may not be within the risk prediction range. In such a case, the driving experience can be continued in the same state (a state in which no sign timing occurs).

  In the simulated driving process, the training control unit may determine that the predictive timing has occurred and store it in the storage unit when the obstacle passes through a coordinate position fixed in a virtual space. This makes it possible to easily set the predictive timing as compared with the case where the coordinate position is variable.

  In the simulated operation process, the training control unit determines an accelerator return position where the return operation of the accelerator operation tool is performed and a brake operation position where the operation operation of the brake operation tool is performed while the moving image is displayed. In the reproduction process, the training control unit stores the accelerator return position identifier indicating the accelerator return position and the brake operation position indicating the brake operation position in addition to the current position identifier and the predictive timing identifier. An identifier may be displayed in association with the distance display.

  As a result, the trainee can recognize the relationship between the sign timing, the accelerator return timing, and the brake operation timing while viewing the playback screen. For this reason, the trainee can look back on the operation of the simulated driving after grasping the accelerator return timing and the brake operation timing with respect to the predictive timing, and effectively performs the risk avoidance training accompanying the approach to the obstacle. It becomes possible. In particular, it is possible to display an interval between the timing for returning the accelerator operating tool, which is important in a motorcycle, and the timing for operating the brake operating tool.

The driving training method according to the present invention is a method for training the driving ability required when driving a vehicle using a simulated road environment displayed on a monitor screen,
A training control unit that displays a simulated road environment seen from a simulated vehicle on the monitor screen as a video;
A vehicle operation command input unit having a handle operating tool, an accelerator operating tool, and a brake operating tool for controlling the operation of the simulated vehicle;
Using a driving training device comprising a storage unit for storing the video,
The training control unit performs a simulated driving process for causing a trainee to perform a simulated driving in a simulated course while using the vehicle operation command input unit, and a reproduction process for reproducing the simulated driving,
In the simulated driving process, the training control unit
An obstacle moving on the traveling route of the simulated vehicle while moving or on the traveling route scheduled to enter the simulated vehicle is displayed on the monitor screen,
Store the moving image of the scene until the obstacle obstructs the course of the simulated vehicle in the storage unit,
In the reproduction process, the training control unit
A playback screen for playing back the moving image stored during the simulated driving process and a distance display corresponding to the entire reproduction area consisting of part or all of the simulated course are simultaneously displayed on the monitor screen,
And the present position identifier which shows the present position of the said simulation vehicle corresponding to the said reproduction | regeneration screen currently displayed, and the indication timing that the obstacle obstructs the course of the simulation vehicle can be recognized from the simulation vehicle. and the corresponding sign timing identifier indicating the position of the simulated vehicle, characterized in that to display in association with the distance display.

  ADVANTAGE OF THE INVENTION According to this invention, in the composite road environment where the obstruction which imitates another vehicle etc. exists, the training which leads to improvement of driving operation or driving ability, such as danger prediction and danger avoidance, can be performed. .

It is an external appearance perspective view which shows a mode that training is performed using the driving training apparatus which concerns on one Embodiment of this invention. It is an external appearance rear perspective view of the driving training device. It is a block diagram which shows the schematic structure of the said driving training apparatus. It is a flowchart regarding the outline | summary of the process of the said driving training apparatus in the said embodiment. It is a general view of an example of the simulation course in the embodiment. 6A and 6B are first and second bird's-eye views showing a simulated vehicle and surrounding movement in one of the dangerous scenes (dangerous scene 1). It is a figure which shows the example of a driving | running | working screen when a simulation vehicle exists in the position in FIG. 6A. It is a figure which shows the example of a driving | running | working screen when a simulation vehicle exists in the position in FIG. 6B. 9A to 9C are first to third bird's-eye views showing the simulated vehicle and the surrounding movement in another dangerous scene (dangerous scene 2). It is a figure which shows the example of a driving | running | working screen when a simulation vehicle exists in the position in FIG. 9A. It is a figure which shows the example of a driving | running | working screen when a simulation vehicle exists in the position in FIG. 9B. It is a figure which shows the example of a driving | running | working screen when a simulation vehicle exists in the position in FIG. 9C. It is a flowchart of a sign generation position determination process. It is a figure for demonstrating a front and back visual field range and an appearance determination point. It is a flowchart of an accelerator return position determination process. It is a flowchart of a brake operation position determination process. It is a flowchart of a gear shift position determination process. It is a flowchart of an obstacle encounter reference position determination process. It is a figure which shows an example of the reproduction | regeneration screen displayed by a reproduction process. It is a flowchart of a reproduction screen display process. It is a flowchart of a relative position simple display process.

A. One Embodiment [1. Constitution]
(1-1. Overall configuration)
FIG. 1 is an external perspective view showing a state where training is performed using a driving training apparatus 10 according to an embodiment of the present invention. In FIG. 1, the trainer P1 is instructing the trainee P2 about risk prediction. FIG. 2 is an external rear perspective view (back-planar direction) of the driving training apparatus 10. FIG. 3 is a block diagram illustrating a schematic configuration of the driving training apparatus 10. In FIG. 3, components used mainly for signal processing are shown, and some components are omitted.

  As shown in FIGS. 1 to 3, the driving training device 10 includes a driving training device main body 12 (hereinafter also referred to as “device main body 12”) and a personal computer 14 (hereinafter referred to as “PC 14”). As will be described later, the driving training device 10 may include a mobile terminal for the trainer P1 in addition to the device main body 12 and the PC 14.

(1-2. Driving training device body 12)
The apparatus main body 12 is operated by the trainee P2 when driving the simulated vehicle 80 (FIG. 6A, etc.), and functions as a command input unit (vehicle operation command input unit) when reproducing the simulated operation. The trainee P2 can drive the simulated vehicle 80 (motorcycle) displayed on the monitor 96 of the PC 14 via the input to the apparatus main body 12. The apparatus main body 12 simulates an operation unit of a motorcycle and includes a hand operation unit 20, a seat 22, and a foot operation unit 24.

  The hand operating unit 20 includes a handle 30, a starter switch 32, an engine stop switch 34, a right grip 36, a right lever 38, a left grip 40, a left lever 42, a direction indicator switch 44, and a horn switch. 46, a headlight up / down changeover switch 48, and an intermediate end switch 50.

  The starter switch 32 is used to start the engine of the simulation vehicle 80. The engine stop switch 34 is used to stop the engine. The right grip 36 is an accelerator grip or a throttle grip (accelerator operating tool), and is also referred to as an “accel grip 36” below. The right lever 38 is a front wheel brake lever (brake operating tool), and is also referred to as a “brake lever 38” below.

  The left grip 40 is a fixed grip and is not shown in FIG. The left lever 42 is used as a clutch lever when the simulated vehicle 80 is used as a manual transmission vehicle (hereinafter referred to as “MT vehicle”). Further, the left lever 42 is used as a rear wheel brake lever (brake operating tool) when the simulated vehicle 80 is used as an automatic transmission vehicle (hereinafter referred to as “AT vehicle”). Hereinafter, the left lever 42 is also referred to as “clutch lever 42” or “brake lever 42”. The direction indicator switch 44 is a switch for operating the direction indicator of the simulation vehicle 80 during the simulation operation.

  The horn switch 46 is a switch for sounding a horn during the simulation operation, but functions as a reverse regeneration switch when reproducing the simulation operation. The headlight up / down changeover switch 48 is used for the up / down changeover of the headlight of the simulated vehicle 80, but is used as a switch for changing the view (view changeover switch) when reproducing the simulated operation. The midway end switch 50 is used when the simulated operation is terminated midway.

  The foot operation unit 24 includes a gear change pedal 60 (gear change operation tool), a rear wheel brake pedal 62 (brake operation tool), and steps 64a and 64b. The gear change pedal 60 and the rear wheel brake pedal 62 are used when the simulated vehicle 80 is used as an MT vehicle, and are not used when used as an AT vehicle.

  The operation amounts of the handle 30, the right grip 36, the right lever 38, the left lever 42, the gear change pedal 60, and the rear wheel brake pedal 62 (hereinafter referred to as “operation amounts θh, θa, θlr, θll, θgr, θbp”), respectively. , Are detected by operation amount sensors 66, 68, 70, 72, 74, 76, respectively.

(1-3. PC14)
The PC 14 includes an input unit 90 including a keyboard 92 and a mouse 94, a monitor 96, a speaker 98, and a personal computer main body 100 (hereinafter referred to as “PC main body 100”). In the driving training apparatus 10 of the present embodiment, a simulated driving screen is displayed on the monitor 96 in accordance with a signal from the PC main body 100, and sound effects and voices accompanying the simulated driving are output from the speaker 98. . The trainee P2 can drive the simulated vehicle 80 on the monitor 96 by performing input to the apparatus main body 12 according to the simulated driving screen (details will be described later).

  As shown in FIG. 3, the PC main body 100 includes an input / output unit 110, a calculation unit 112, and a storage unit 114. The calculation unit 112 executes a program stored in the storage unit 114 and performs data processing, and includes a pre-setting processing unit 120, a simulated operation processing unit 122, and a reproduction processing unit 124. The pre-setting processing unit 120 processes a pre-setting for performing a simulated operation. The simulated operation processing unit 122 executes processing (simulated operation processing) when performing simulated operation. The reproduction processing unit 124 executes a process (reproduction process) for reproducing a simulated operation. Details of these processes will be described later with reference to FIG.

[2. processing]
(2-1. Overview of processing)
Next, the process of the driving training apparatus 10 of this embodiment is demonstrated. The processing described below is executed by executing a program stored in the storage unit 114 by a CPU (Central Processing Unit) (not shown) configuring the calculation unit 112 of the PC main body 100.

  FIG. 4 is a flowchart regarding an outline of processing of the driving training apparatus 10 in the present embodiment. In FIG. 4, attention is paid to a case where a risk prediction experience mode (described later) is selected as the training mode.

  In step S1 of FIG. 4, the calculating part 112 (preliminary setting process part 120) performs the prior setting for performing a simulation driving | operation. In step S2, the calculation unit 112 (simulated driving processing unit 122) executes a simulated driving process for causing the trainee P2 to perform a simulated driving. In step S3, the calculation unit 112 (reproduction processing unit 124) executes a reproduction process for reproducing the simulated operation. The trainee P2 can improve the driving ability by reproducing the simulated driving by the reproduction process and looking back on the simulated driving of the trainee P2.

(2-2. Pre-setting (S1 in FIG. 4))
The calculation unit 112 (preliminary setting processing unit 120) performs, for example, the following processing as the preliminary setting (S1 in FIG. 4) for performing the simulated operation. Here, a case where the danger prediction experience mode is selected as the training mode will be described.

  When the PC main body 100 is turned on, the calculation unit 112 displays an opening screen, and then causes the monitor 96 to display a screen for selecting a manual transmission vehicle (MT vehicle) or an automatic transmission vehicle (AT vehicle). The selection is performed using, for example, the input unit 90 (keyboard 92 and / or mouse 94). Other selections described later are also performed using the input unit 90.

  When the MT vehicle or the AT vehicle is selected, the calculation unit 112 causes the monitor 96 to display a screen for selecting the size (bicycle with a motor, small, normal, and large) of the simulated vehicle 80 (motorcycle). When the size of the simulation vehicle 80 is selected, the calculation unit 112 causes the monitor 96 to display a screen for selecting a training mode for driving simulation.

  As the training mode of the present embodiment, for example, a practice running mode, a regulation running experience mode, and a danger prediction experience mode are provided. The practice running mode is a training mode in which a driving operation of the simulation vehicle 80 is practiced by simulating a relatively simple simulation course. The regulation running experience mode is a training mode in which a simulated course having traffic lights and traffic signs is simulated to learn traffic regulations. The danger prediction experience mode is a training mode that learns danger prediction by simulating a danger scene that requires danger prediction.

  In each training mode, several types of simulation courses are set in advance, and some danger scenes are set in advance in the simulation course in the danger prediction experience mode.

  For example, the following two dangerous scenes are set in advance in the simulated course 130 described in the present embodiment.

(Dangerous scene 1) “Priority vehicle at the time of merging” The merging lane R1 (left side), which is the traveling lane of the simulation vehicle 80, gradually approaches the main lane R2 (right side), which is another lane, and finally merges. Lane R1 merges with main line R2 at junction Pc1. When the simulated vehicle 80 approaches the junction Pc1, the passenger vehicle 200 (obstacle) approaches the simulated vehicle 80 from the right rear (see FIGS. 6A to 8).

(Dangerous scene 2) “Jumping out from the right side road” While the simulation vehicle 80 is traveling in the travel lane R3, the passenger car 210 is stopped beside the travel lane R3. Along with this, the simulation vehicle 80 passes the right side of the passenger car 210. The truck 212 is traveling on the opposite lane R4. Immediately after the simulated vehicle 80 passes the truck 212, the passenger car 214 jumps out from the right road R5 (side road on the opposite lane R4 side) to the traveling lane R3 of the simulated vehicle 80 (see FIGS. 9A to 12).

  When the danger prediction experience mode is selected, the calculation unit 112 causes the monitor 96 to display a screen for selecting the simulated course 130 (FIG. 5). In the present embodiment, it is possible to select a plurality of simulated courses 130 according to each training mode.

  In the following, among obstacles around the simulation vehicle 80 (for example, the passenger car 200 in FIGS. 6A and 6B, the passenger cars 210 and 214 in FIGS. An object (for example, the passenger car 200 in FIGS. 6A and 6B and the passenger car 214 in FIGS. 9A to 9C) is also referred to as a target obstacle Otar.

(2-3. Simulated operation process (S2 in FIG. 4))
(2-3-1. Overview of simulated operation processing)
Next, the simulation operation process will be described. As described above, the simulated driving process is a process for causing the trainee P2 to perform the simulated driving. When the danger prediction experience mode is selected as the training mode, for example, a running screen display process and an event process are executed as the simulated driving process (see S2 in FIG. 4). The travel screen display process is a process for displaying the travel screen 140 (FIGS. 7, 8, and 10 to 12) during simulated driving. As illustrated in FIG. 7 and the like, the traveling screen 140 includes a forward traveling screen 142 and side mirror screens 144L and 144R. Event processing generates an event (dangerous scene) and processing associated therewith.

(2-3-2. Travel screen display process)
(2-3-2-1. Overview of travel screen display process)
The traveling screen display process is further subdivided into a host vehicle operation determination process, a peripheral operation determination process, a front view range determination process, a mirror display determination process (rear view range determination process), a guidance process, and a data storage process.

  The own vehicle operation determination process is performed by operating various input values (handle 30, accelerator grip 36, right lever 38, left lever 42, gear change pedal 60, and rear wheel brake pedal 62 manipulated variables θh, θa, θlr in the driving training apparatus body 12. , Θll, θgr, θbp), and the operation of the simulated vehicle 80 is calculated and displayed. In the own vehicle operation determination process, the position of the simulated vehicle 80 in the simulated course 130 (FIG. 5) (hereinafter referred to as “own vehicle position Ps”) is also calculated. The own vehicle position Ps indicates the current position of the simulated vehicle 80 at that time.

  The peripheral motion determination processing is processing for calculating and displaying the motion of an obstacle around the simulated vehicle 80 (vehicles other than the simulated vehicle 80, pedestrians, etc.).

  The front visual field range determination process is a process of calculating and displaying the display of the front visual field range (front visual field range V1) based on the operation of the simulated vehicle 80 and the obstacles around it. That is, the computing unit 112 specifies the yaw angle reference line L1 (FIG. 14) using the boarding position as a reference point, and then determines a range of a predetermined angle on the front left and right (for example, 35 ° left and right) across the reference line L1. Based on the front lateral view angle θhor1, the front view range V1 (the display range of the forward travel screen 142) is specified.

  9B and 11, even if the target obstacle Otar (passenger car 214) is within the forward viewing angles θhor1 and θver1, due to the presence of other obstacles (truck 212), attention should be paid. There are cases where the target obstacle Otar (passenger car 214) cannot be visually recognized. In consideration of such a case, the calculation unit 112 includes the visual field angles θhor1 and θver1 that are closest to the simulated vehicle 80 in the visual field range V1, and those that cannot be viewed from the simulated vehicle 80 in the visual field range V1. exclude.

  The mirror display determination process (rear visual field range determination process) is a process for calculating and displaying the display of the side mirror screens 144L and 144R (rear visual field range V2) based on the simulated vehicle 80 and its surroundings and obstacles. It is. That is, the calculation unit 112 specifies the yaw angle reference line L1 (FIG. 14) using the boarding position as a reference point, and then the left and right predetermined angles (for example, 20 ° left and right) across the reference line L1. The rear visual field range V2 (the display range of the side mirror screens 144L and 144R) is specified based on the rear lateral visual field angle θhor2.

  In addition, the calculation unit 112 includes the visual field angles θhor2 and θver2 that are closest to the simulated vehicle 80 in the rear visual field range V2, and those that cannot be viewed from the simulated vehicle 80 are not included in the visual field range V2.

  The guidance process is a process for guiding the simulated vehicle 80 from the start point Pst to the goal point Pg of the simulated course 130 (FIG. 5). For example, in the guidance process, the course of the simulation vehicle 80 from the start point Pst to the goal point Pg is instructed by at least one of the voice from the speaker 98 and the guidance arrow (not shown) displayed on the screen of the monitor 96.

  The data storage process is a process of storing an image during simulated driving as a moving image. As the storage of the moving image, a method such as a method of storing the display image itself of the monitor 96, a method of storing various input values and the vehicle position Ps in the driving training apparatus main body 12 and reproducing the moving image at the time of reproduction processing, or the like is used. it can.

(2-3-2-2. Example of travel screen in danger scene 1)
6A and 6B are first and second bird's-eye views showing movements of the simulated vehicle 80 and the surrounding area in the danger scene 1. 7 and 8 are diagrams showing examples of the travel screen 140 when the host vehicle is at the position in FIGS. 6A and 6B. The example of FIG.7 and FIG.8 respond | corresponds to the said danger scene 1 "priority vehicle at the time of joining."

  That is, at the time of FIG. 6A and FIG. 7, the simulated vehicle 80 is approaching the merge point Pc1 of the merge lane R1 and the main line R2, so the simulated vehicle 80 is about to enter the main line R2. At this time, the passenger car 200 (obstacle) running on the main line R2 is displayed on the right side mirror screen 144R. For this reason, the trainee P2 can visually recognize the passenger car 200 from the simulated vehicle 80 via the side mirror screen 144R.

  Thereafter, when the passenger car 200 travels to the right side of the simulation vehicle 80, the passenger car 200 enters the blind spot and is not displayed on either the front traveling screen 142 or the side mirror screens 144L, 144R. For this reason, the trainee P2 cannot see the passenger car 200 from the simulated vehicle 80.

  6B and 8 that follow, the passenger car 200 travels ahead of the simulation vehicle 80, and the passenger car 200 appears on the forward travel screen 142. For this reason, the trainee P2 can visually recognize the passenger car 200 from the simulated vehicle 80 again.

  From the viewpoint of the simulation vehicle 80, the passenger car 200 is once visible, and then enters the blind spot, and when the passenger vehicle 200 travels ahead of the simulation vehicle 80, the passenger vehicle 200 can be visually recognized again from the simulation vehicle 80. At this time, from the viewpoint of the passenger car 200, the simulated vehicle 80 can always be visually recognized. However, since the passenger car 200 is on the priority road (main line R2), the simulated vehicle 80 naturally decelerates and passes over the passenger car 200. In many cases, it is considered that the vehicle enters the main line R2. Therefore, if the simulated vehicle 80 does not decelerate, there is a risk of contact with the passenger car 200.

  Regarding the operation of the passenger car 200 as an obstacle, the calculation unit 112 (simulated driving processing unit 122) causes the passenger car 200 to pass the junction Pc1 immediately before the simulated vehicle 80 tries to enter the main line R2 by a normal driving operation. Based on the vehicle position Ps and the vehicle speed of the simulation vehicle 80, the passenger car 200 is generated on the travel screen 140.

(2-3-2-2. Second example of travel screen)
9A to 9C are first to third bird's-eye views showing the simulation vehicle 80 and the surrounding movement in the danger scene 2. 10 to 12 are examples of the traveling screen 140 when the simulated vehicle 80 is at the position (the vehicle position Ps) in FIGS. 9A to 9C. In the example of FIGS. 9A to 9C, it corresponds to the danger scene 2 “jumping out from the right side road”.

  That is, at the time of FIG. 9A and FIG. 10, the simulation vehicle 80 is traveling on the travel lane R3, and the passenger vehicle 210 is stopped on the left shoulder of the road in front of the simulation vehicle 80. The truck 212 is traveling in the oncoming lane R4. Furthermore, the passenger car 214 is traveling on the side road R5 on the opposite lane R4 side, and is heading toward the opposite lane R4. At this time, the trainee P2 can visually recognize the passenger car 214 from the simulated vehicle 80.

  9B and FIG. 11, the truck 212 traveling on the opposite lane R4 enters between the simulated vehicle 80 and the passenger car 214, and the trainee P2 cannot see the passenger car 214 from the simulated vehicle 80.

  9C and 12, the simulated vehicle 80 approaches the intersection Pc2 between the opposite lane R4 and the side road R5 while passing between the right side of the passenger car 210 and the truck 212 in the opposite lane R4. At this scene, the passenger car 214 turns right and enters the driving lane R3 of the simulated vehicle 80. At this time, the trainee P2 can visually recognize the passenger car 214 from the simulated vehicle 80 again.

  From the viewpoint of the simulation vehicle 80, the passenger car 214 is once visible, and then is blocked by the truck 212, and when the simulation vehicle 80 and the passenger car 214 approach each other, the passenger vehicle 214 can be seen again from the simulation vehicle 80. At this time, from the viewpoint of the passenger car 214, once the simulated vehicle 80 becomes visible, the field of view is blocked by the truck 212, and the simulated vehicle 80 and the passenger car 214 after passing the truck 212 are simulated. The vehicle 80 can be visually recognized again. Then, when the truck 212 passes in front of the passenger car 214, a right turn is started and the vehicle enters the driving lane R3 of the simulation vehicle 80. Therefore, even if the simulated vehicle 80 is traveling on the priority road (traveling lane R3), there is a risk that the simulated vehicle 80 may come into contact with the passenger car 214 because it has entered the blind spot of the opponent (passenger car 214).

  Regarding the operations of the truck 212 and the passenger car 214 as obstacles, the calculation unit 112 (simulated driving processing unit 122) determines that the vehicle position Ps and the simulated vehicle 80 pass the truck 212 immediately before the intersection Pc2. Based on the vehicle speed of the simulation vehicle 80, the truck 212 is generated on the travel screen 140. In addition, the calculation unit 112 generates the passenger car 214 on the travel screen 140 based on the position of the truck 212 and the vehicle speed so that the passenger car 214 starts a right turn at the intersection Pc2 when the truck 212 passes the intersection Pc2.

  Alternatively, the calculation unit 112 generates the track 212 when the simulated vehicle 80 passes the first position (first coordinate) in the travel lane R3, and the simulated vehicle 80 is in the second position (second coordinate) in the travel lane R3. The passenger car 214 may be generated when the vehicle passes. The first position and the second position may be the same position.

  Note that the passenger car 214 may not interfere with the course of the simulated vehicle 80, such as when the simulated vehicle 80 is traveling at a relatively low speed.

(2-3-3. Event processing)
(2-3-3-1. Overview of event processing)
The event process (see S2 in FIG. 4) is performed in order to enhance the learning effect of the risk prediction by monitoring the operation of the trainee P2 in the danger scene and looking back in the later reproduction process. The event process further includes a sign occurrence position determination process (hereinafter also referred to as a “prediction timing determination process”), an accelerator return position determination process, a brake operation position determination process, a gear shift position determination process, and an obstacle encounter reference position determination process (hereinafter referred to as “prediction timing determination process”) Also referred to as “encounter determination process”.

  The sign timing determination process is a process for determining the timing at which the driver of the simulation vehicle 80 (that is, the trainee P2) can recognize the sign of danger (hereinafter referred to as “predictive timing”). In the reproduction process, the risk prediction learning effect can be enhanced by using the position of the simulated vehicle 80 (when the sign is generated) corresponding to the sign timing (hereinafter referred to as “predicted position Pp”). .

  Note that the predictive timing in the present embodiment is not limited to the front obstacle, but an obstacle (another vehicle) approaching the simulated vehicle 80 from behind is displayed on the side mirror screens 144L and 144R. This includes the case where a danger sign can be recognized by the projection (see FIG. 7).

  In the accelerator return position determination process, the position of the simulated vehicle 80 when the accelerator return timing, which is the timing when the accelerator grip 36 is returned in relation to the appearance of the target obstacle Otar, occurs (hereinafter referred to as “accelerator return position Par”). It is a process which determines.

  The brake operation position determination process is a process of determining the position of the simulated vehicle 80 (hereinafter referred to as “brake operation position Pbr”) when the brake operation timing occurs. The brake operation timing is a timing at which the brake operation tool (the brake lever 38 and the brake pedal 62 in the case of the MT vehicle and the brake levers 38 and 42 in the case of the AT vehicle) are operated in relation to the appearance of the target obstacle Otar. .

  The gear shift position determination process is a process for determining the position of the simulated vehicle 80 (hereinafter referred to as “gear shift position Pgs”) when the gear shift timing occurs in relation to the appearance of the target obstacle Otar, and the MT vehicle is selected. Used only when The gear shift timing is a timing at which a gear shift is performed using the clutch lever 42 and the gear change pedal 60.

  Note that the accelerator return timing, the brake operation timing, and the gear shift timing may occur before the target obstacle Otar actually appears. For example, in the case of the example of FIGS. 9A to 9C, the accelerator operating tool, the brake operating tool, or the gear change is performed in order to decelerate when the side road R5 where the target obstacle Otar (passenger car 214) may appear is recognized. There may be a case where the operation tool is operated. For this reason, in the present embodiment, the accelerator return timing, the brake operation timing, and the gear shift timing are allowed to occur before the target obstacle Otar actually appears. In other words, when it is determined that the dangerous scene has been entered, the calculation unit 112 starts monitoring the occurrence of the accelerator return timing, the brake operation timing, and the gear shift timing even before the target obstacle Otar actually appears.

  In the encounter determination process, a timing (hereinafter referred to as “encounter timing”) at which the simulated vehicle 80 encounters the target obstacle Otar (for example, the passenger car 200 in FIGS. 6A and 6B and the passenger car 214 in FIGS. 9A to 9C) is determined. It is processing. In the reproduction process, by using the reference position of the simulated vehicle 80 when the encounter timing occurs (hereinafter referred to as “obstacle encounter reference position Pm” or “encounter reference position Pm”), the risk prediction learning effect is enhanced. Is possible.

  In the present embodiment, as the encounter reference position Pm, the own vehicle position Ps when the simulated vehicle 80 and the target obstacle Otar (for example, the passenger car 200 in FIGS. 6A and 6B and the passenger car 214 in FIGS. 9A to 9C) contact each other. Is the encounter reference position Pm. Alternatively, if the simulated vehicle 80 and the target obstacle Otar do not come into contact with each other due to an appropriate deceleration operation (brake operation, etc.) of the trainee P2, if the appropriate deceleration operation is not performed on the simulated vehicle 80, the contact is made as it is. The wax position (the own vehicle position Ps when approaching the target obstacle Otar) is set as the encounter reference position Pm. As will be described later, another vehicle position Ps can be set as the encounter reference position Pm.

(2-3-3-2. Sign occurrence position determination process)
FIG. 13 is a flowchart of the sign occurrence position determination process. FIG. 14 is a diagram for describing the front visual field range V1 and the rear visual field range V2 and the appearance determination points 150fl, 150fr, 150rl, and 150rr of the simulated vehicle 80.

  When the simulated vehicle 80 comes into one of the dangerous scenes (when it is determined that one of the events has occurred), the calculation unit 112 (simulated driving processing unit 122) displays the visual field range of the simulated vehicle 80 in step S11 of FIG. Check V1 and V2. As the visual field ranges V1 and V2, the calculation results of the front visual field range determination process and the mirror display determination process are used. As described above, the sign timing of the present embodiment includes the case where the front of the simulated vehicle 80 is targeted, and the case where the rear of the simulated vehicle 80 is targeted. If only one of the calculation results of the front visual field range V1 or the rear visual field range V2 is necessary according to the event, it is also possible to confirm only the necessary calculation result.

  In step S12 of FIG. 13, the calculation unit 112 specifies the coordinates C of the appearance determination points 150fl, 150fr, 150rl, and 150rr (FIG. 14) of the target obstacle Otar. That is, the calculation unit 112 according to the present embodiment includes the appearance determination points 150fl, 150fr at the front and rear and left and right corners of the target obstacle Otar (for example, the passenger car 200 in FIGS. 6A and 6B and the passenger car 214 in FIGS. 9A to 9C). 150 rl and 150 rr are set. Hereinafter, the appearance determination points 150fl, 150fr, 150rl, and 150rr are collectively referred to as “appearance determination points 150”.

  The appearance determination point 150 is not necessarily set at the corner as long as the appearance of the target obstacle Otar can be determined. In addition, when the position or direction where the target obstacle Otar appears is known, it is possible to determine only one of the appearance determination points 150fl, 150fr, 150rl, and 150rr. For example, in the examples of FIGS. 6A and 7 and the examples of FIGS. 6B and 8, only the appearance determination point 150fl on the left front side may be determined.

  In step S13, the calculation unit 112 determines whether or not the coordinate C specified in step S12 is within the visual field range V1 or V2 confirmed in step S11. Thereby, it is possible to determine whether or not the sign timing has occurred.

  However, when the distance between the simulated vehicle 80 and the target obstacle Otar is long, even if the appearance determination points 150fl, 150fr, 150rl, and 150rr of the target obstacle Otar appear in the visual field range V1 or V2, it is considered that there is a sign of danger. It is also assumed that there is not. Therefore, in the determination in step S13, it is possible to make an additional condition that the distance between the simulated vehicle 80 and the target obstacle Otar is equal to or less than a predetermined distance threshold.

  When the coordinates C are not within the visual field ranges V1 and V2 (S13: NO), the process proceeds to step S14, and the calculation unit 112 determines whether or not the current event (dangerous scene) has ended. Specifically, it is determined whether the simulation vehicle 80 has reached the event end position Pend (FIG. 6A, etc.). The event end position Pend is a position for determining that the simulated vehicle 80 has passed the danger scene while avoiding contact with the target obstacle Otar by a favorable driving operation.

  If the event has not ended (S14: NO), the process returns to step S11. When the event is ended (S14: YES), the current event is ended without any sign timing. Therefore, the calculation unit 112 ends the current sign occurrence position determination process without storing the sign occurrence position Pp (or sign timing).

  Returning to step S13, when the coordinates C are within the visual field range V1 or V2 (S13: YES), in step S15, the calculation unit 112 stores the current vehicle position Ps as the predictor generation position Pp in the storage unit 114. Let

  For example, since the target obstacle Otar (another vehicle) approaches the simulated vehicle 80 from behind, the target obstacle Otar appears in the field of view twice (for example, in the case of FIGS. 6A to 8). The calculation unit 112 determines the predictive timing twice. That is, the calculation unit 112 determines the time point when the target obstacle Otar (passenger car 200) appears on the side mirror screen 144R as the first predictive timing, and determines the predictive occurrence position Pp (first predictive occurrence position Pp1) corresponding thereto. Remember. Further, the calculation unit 112 sets the time point when the target obstacle Otar (passenger car 200) appears on the forward travel screen 142 as the second predictive timing, and stores the predictive occurrence position Pp (second predictive occurrence position Pp2) corresponding thereto. .

(2-3-3-3. Accelerator return position determination process)
FIG. 15 is a flowchart of the accelerator return position determination process. In step S <b> 21, the calculation unit 112 (simulated operation processing unit 122) acquires the operation amount θa of the accelerator grip 36. In the following, the operation amount θa in the current calculation cycle is expressed as an accelerator grip operation amount θa (current), and the accelerator grip operation amount θa in the previous calculation cycle is expressed as an accelerator grip operation amount θa (previous). To distinguish.

  In step S22, the calculation unit 112 determines whether or not this time is the first calculation cycle. If this time is the first calculation cycle (S22: YES), the operation amount θa (previous) does not exist, and the process returns to step S21. When this time is not the first calculation cycle (S22: NO), the process proceeds to step S23.

  In step S23, the calculation unit 112 determines whether or not the operation amount θa (current) is below a threshold value of the operation amount θa (hereinafter referred to as “operation amount threshold value THθa” or “threshold value THθa”). The threshold value THθa is a threshold value of the operation amount θa for determining whether or not the accelerator grip 36 has been returned for deceleration (for example, 10% when the maximum value is 100%).

  When the operation amount θa (current) does not fall below the threshold THθa (S23: NO), in step S24, the calculation unit 112 determines whether or not the current event (dangerous scene) has ended. This determination is the same as step S14 in FIG.

  If the event has not ended (S24: NO), the process returns to step S21. When the event ends (S24: YES), the current event ends without the accelerator return timing occurring. Accordingly, the calculation unit 112 ends the current accelerator return position determination process without storing the accelerator return position Par (or the accelerator return timing).

  When the operation amount θa is less than the threshold value THθa in step S23 (S23: YES), the process proceeds to step S25. In step S25, the calculation unit 112 stores the current vehicle position Ps at that time in the storage unit 114 as the accelerator return position Par.

  When the process of FIG. 15 is terminated via step S25, the process of FIG. 15 is performed again for the same dangerous scene if a predetermined reset condition is satisfied. As the predetermined reset condition here, for example, it can be used that it is determined that the accelerator grip 36 is operated (depressed) for acceleration. Alternatively, in the case of a dangerous scene where the first predictor timing and the second predictor timing can be generated, it is also possible to make it a condition that a predetermined time has elapsed since the occurrence of the first predictor timing. The predetermined time here can be set, for example, as a time for specifying that it is not the first predictive timing but the timing for monitoring the operation of the accelerator grip 36 associated with the second predictive timing.

(2-3-3-4. Brake operation position determination process)
FIG. 16 is a flowchart of the brake operation position determination process. In step S31, the calculation unit 112 (simulated driving processing unit 122) determines whether or not the brake signal Sbr has been received from the driving training apparatus main body 12. The brake signal Sbr is a signal indicating that the brake is operated in the apparatus main body 12. Specifically, when the MT vehicle is selected, when the right brake lever 38 or the brake pedal 62 is operated, the brake signal Sbr is output. On the other hand, when the AT vehicle is selected, the brake signal Sbr is output when the right brake lever 38 or the left brake lever 42 is operated. When the maximum value of the brake output is 100%, the brake signal Sbr is output when the brake output becomes 25% or more, for example.

  When the brake signal Sbr is not received (S31: NO), in step S32, the calculation unit 112 determines whether or not the current event (dangerous scene) has ended. This determination is the same as step S14 in FIG.

  If the event has not ended (S32: NO), the process returns to step S31. If the event ends (S32: YES), the current event ends without the occurrence of brake actuation timing. Thus, the calculation unit 112 ends the current brake operation position determination process without storing the brake operation position Pbr (or brake operation timing).

  When the brake signal Sbr is received in step S31 (S31: YES), in step S33, the calculation unit 112 stores the current vehicle position Ps as the brake operation position Pbr in the storage unit 114.

  When the process of FIG. 16 is terminated via step S33, the process of FIG. 16 is performed again for the same dangerous scene if a predetermined reset condition is satisfied. As the predetermined reset condition here, for example, the same contents as in FIG. 15 can be used.

(2-3-3-5. Gear shift position determination processing)
FIG. 17 is a flowchart of the gear shift position determination process. In step S <b> 41, the calculation unit 112 (simulated driving processing unit 122) determines whether or not the gear shift signal Sgs has been received from the driving training apparatus main body 12. The gear shift signal Sgs is a signal indicating that a gear shift has been performed in the apparatus main body 12. Specifically, when the MT vehicle is selected and the clutch lever 42 and the gear change pedal 60 are operated to perform a gear shift, a gear shift signal Sgs is output.

  When the gear shift signal Sgs is not received (S41: NO), in step S42, the calculation unit 112 determines whether or not the current event (dangerous scene) has ended. This determination is the same as step S14 in FIG.

  If the event has not ended (S42: NO), the process returns to step S41. If the event ends (S42: YES), the current event ends without the occurrence of gear shift timing. Therefore, the calculation unit 112 ends the current gear shift position determination process without storing the gear shift position Pgs (or gear shift timing).

  When the gear shift signal Sgs is received in step S41 (S41: YES), in step S43, the calculation unit 112 stores the current vehicle position Ps in the storage unit 114 as the gear shift position Pgs.

  When the process of FIG. 17 is terminated via step S43, the process of FIG. 17 is performed again for the same dangerous scene if a predetermined reset condition is satisfied. As the predetermined reset condition here, for example, the same contents as in FIG. 15 can be used.

(2-3-3-6. Obstacle encounter reference position determination process)
FIG. 18 is a flowchart of the obstacle encounter reference position determination process. In step S51, the calculation unit 112 (simulated driving processing unit 122) calculates a distance L between the simulated vehicle 80 and the target obstacle Otar. In step S52, the calculation unit 112 stores the distance L together with the host vehicle position Ps in the storage unit 114.

  In step S53, the calculation unit 112 determines whether or not an event interruption condition is satisfied. The event interruption condition referred to here is a condition indicating that the event is interrupted before the simulated vehicle 80 reaches the event end position Pend. As the event interruption condition, for example, at least one of the simulation vehicle 80 contacting the target obstacle Otar and the simulation vehicle 80 falling down without contact with the target obstacle Otar can be used.

  When the event interruption condition is not satisfied (S53: NO), in step S54, the calculation unit 112 determines whether or not the current event (dangerous scene) has ended. This determination is the same as step S14 in FIG.

  If the event has not ended (S54: NO), the process returns to step S51. When the event ends (S54: YES), the current event ends without the event interruption condition being satisfied. Therefore, in step S55, the calculation unit 112 stores the own vehicle position Ps corresponding to the minimum distance among the distances L accumulated by repeating step S51 in the storage unit 114 as the obstacle encounter reference position Pm. Remember. As will be described later, other methods can be used for setting the encounter reference position Pm.

  When the event interruption condition is satisfied in step S53 (S53: YES), in step S56, the calculation unit 112 causes the storage unit 114 to store the current vehicle position Ps as the encounter reference position Pm.

(2-4. Reproduction Process (S3 in FIG. 4))
(2-4-1. Overview of reproduction process)
Next, the reproduction process will be described. As described above, the reproduction process is a process for reproducing a simulated operation (simulated traveling). When the risk prediction experience mode is selected as the training mode, for example, a reproduction screen display process and a relative position simple display process are executed as the reproduction process (see S3 in FIG. 4). The reproduction screen display process is a process of displaying a simulation operation reproduction screen 160 (FIG. 19). In the relative position simple display process, the display of the relative position simple display 164 in the reproduction screen 160 and the process associated therewith are performed.

(2-4-2. Playback screen 160)
FIG. 19 shows an example of a playback screen 160 displayed in the reproduction process. FIG. 19 shows a playback screen corresponding to FIG. As shown in FIG. 19, on the playback screen 160, a relative position simple display 164 (hereinafter also referred to as “simple display 164”) is displayed in addition to the moving image 162 stored in the simulated driving process.

  The relative position simple display 164 shows the vehicle position Ps (current playback screen 160), the sign generation position Pp, the accelerator return position Par, the brake operation position Pbr, the gear shift position Pgs, and the obstacle encounter reference position Pm in the entire danger scene to be reproduced. The positional relationship corresponding to the relative distance is simply shown.

  That is, the simple display 164 includes a danger scene-corresponding straight line 170 (hereinafter also referred to as “straight line 170”), a host vehicle position mark 172 (current position mark), danger sign marks 174a and 174b, an accelerator return mark 176, A brake operation mark 178 and a gear shift mark 180 are provided. Hereinafter, the danger sign marks 174a and 174b are collectively referred to as the danger sign marks 174.

  The dangerous scene corresponding straight line 170 is a straight line whose scale is set corresponding to the travel distance to a specific dangerous scene. In the present embodiment, the scale of the straight line 170 is set according to the travel distance that ends at the contact position with the target obstacle Otar. That is, the length of the straight line 170 of this embodiment is constant even if the distance to the dangerous scene changes. Alternatively, as another display method, the length of the straight line 170 may be changed according to the magnitude of the distance to the dangerous scene. Alternatively, as will be described later, the scale of the dangerous scene may be calculated in a display form different from the straight line 170.

  In the straight line 170 of the present embodiment, the left end indicates the start position of the specific danger scene (hereinafter referred to as “event start position Pest”), and the right end indicates the end position of the specific danger scene. In the present embodiment, the end position corresponds to the obstacle encounter reference position Pm. Therefore, the trainee P1 and the trainee P2 can know the encounter reference position Pm using the right end of the straight line 170 as a reference (identifier). Alternatively, the end position can be set to another position (for example, the event end position Pend regardless of the presence or absence of contact with the target obstacle Otar).

  The own vehicle position mark 172 (current position mark) indicates the own vehicle position Ps corresponding to the reproduction screen 160 being displayed. Based on the relative position of the vehicle position mark 172 on the straight line 170, it is possible to know the current vehicle position Ps in the entire danger scene.

  The danger sign marks 174a and 174b are positioned in association with the straight line 170 according to the sign occurrence position Pp, and indicate the danger prediction timing in the danger scene. Based on the relative positions of the danger sign marks 174a and 174b on the straight line 170, it becomes possible to know the host vehicle position Ps at which the danger sign timing has occurred in the entire danger scene. In FIG. 19, two danger predictor marks 174a and 174b are displayed to correspond to a case where the predictor timing occurs twice (for example, see FIGS. 9A to 12). In the case where the sign timing occurs once (for example, see FIGS. 6A to 8), one danger sign mark 174 is displayed.

  The accelerator return mark 176 is positioned in association with the straight line 170 according to the accelerator return position Par, and indicates the accelerator return timing in the dangerous scene. Based on the relative position of the accelerator return mark 176 on the straight line 170, it becomes possible to know the host vehicle position Ps at which the accelerator return timing has occurred in the entire dangerous scene. The brake operation mark 178 is positioned in association with the straight line 170 according to the brake operation position Pbr, and indicates the brake operation timing in the dangerous scene. The gear shift mark 180 is positioned in association with the straight line 170 according to the gear shift position Pgs, and indicates the gear shift timing in the dangerous scene.

  As described above, a plurality of accelerator return marks 176, brake operation marks 178, and gear shift marks 180 may be displayed for the same danger scene. In the example of FIG. 19, a plurality of accelerator return marks 176 and brake operation marks 178 are displayed.

  In the present embodiment, the straight line 170 and the vehicle position mark 172 are black, the danger sign marks 174a and 174b are orange, the accelerator return mark 176 is blue, the brake operation mark 178 is red, and the gear shift mark 180 is purple. In this way, by appropriately color-coding the display, each display can be easily identified.

  In addition, the vehicle position mark 172 is arranged below the straight line 170, and the accelerator return mark 176, the brake operation mark 178, and the gear shift mark 180 related to the operation are arranged above the straight line 170, thereby corresponding to the screen display. Thus, it is easy to confirm the reproduction screen 160 while confirming the positional relationship between the moving vehicle position mark 172 and the operation position marks 176, 178, 180 fixedly displayed.

  Further details of the relative position simple display 164 will be described later with reference to FIG.

(2-4-3. Playback screen display process)
FIG. 20 is a flowchart of the playback screen display process. In step S61, the calculation unit 112 (reproduction processing unit 124) selects a dangerous scene to be reproduced. For example, the calculation unit 112 displays a screen for selecting a dangerous scene on the monitor 96 and selects the dangerous scene based on the selection via the input unit 90.

  In step S62, the calculation unit 112 determines whether or not the horn switch 46 (reverse regeneration switch) is on. When the horn switch 46 is not on (S62: NO), in step S63, the calculation unit 112 sequentially reproduces the moving picture 162 of the dangerous scene selected in step S61. Note that a fast-forward button (not shown) may be provided to fast-forward the moving image 162.

  In step S64, the calculation unit 112 determines whether or not the vehicle position mark 172 has reached any other mark. The other marks here are any of the danger sign 174, the accelerator return mark 176, the brake operation mark 178, or the gear shift mark 180. In other words, the calculation unit 112 determines whether or not the own vehicle position Ps has reached the sign generation position Pp, the accelerator return position Par, the brake operation position Pbr, the gear shift position Pgs, or the obstacle encounter reference position Pm.

  When the own vehicle position mark 172 has not reached any other mark (S64: NO), in step S65, the calculation unit 112 determines whether or not the reproduction corresponding to the dangerous scene has ended. If the reproduction has not ended (S65: NO), the process returns to step S62 and the reproduction is continued. When the reproduction is finished (S65: YES), the current reproduction screen display process is finished. In this case, for example, the process may return to step S61 to select a new dangerous scene.

  Returning to step S64, when the vehicle position mark 172 reaches any other mark (S64: YES), in step S66, the calculation unit 112 stops the reproduction screen 160 at that time. In other words, the playback screen 160 is a still image.

  In subsequent step S <b> 67, the arithmetic unit 112 determines whether or not to cancel the stillness of the reproduction screen 160. For example, it is determined whether or not an operation for releasing stillness has been performed. Instead of or in addition to this, it may be determined whether or not a predetermined time has elapsed after the start of stillness.

  When the rest of the playback screen 160 is not released (S67: NO), the process returns to step S66 and the rest of the playback screen 160 is continued. When the rest of the playback screen 160 is released (S67: YES), the process returns to step S62 and the playback of the playback screen 160 is continued.

  Returning to step S62, when the horn switch 46 (reverse playback switch) is turned on (S62: YES), the calculation unit 112 performs reverse playback of the moving image 162 in step S68. When the moving image 162 returns to the beginning, the reproduction screen 160 is stopped there. In addition, when the moving image 162 returns to the beginning, reverse reproduction may be resumed from the obstacle encounter reference position Pm.

  In step S69, the calculation unit 112 determines whether or not the vehicle position mark 172 has reached any other mark, as in step S64. If the vehicle position mark 172 has not reached any other mark (S69: NO), the process returns to step S62, and the reproduction is continued. When the vehicle position mark 172 has reached any other mark (S69: YES), in step S70, the calculation unit 112 freezes the playback screen 160 at that time, as in step S66.

  In subsequent step S71, the calculation unit 112 determines whether or not to cancel the rest of the reproduction screen 160, similarly to step S67. When the rest of the playback screen 160 is not released (S71: NO), the process returns to step S70 and the rest of the playback screen 160 is continued. When releasing the rest of the playback screen 160 (S71: YES), the process returns to step S62, and the playback of the playback screen 160 is continued.

(2-4-4. Relative position simple display process)
FIG. 21 is a flowchart of the relative position simple display process. In step S81, the calculation unit 112 (reproduction processing unit 124) sets the scale of the danger scene corresponding straight line 170 based on the event start position Pest and the obstacle encounter reference position Pm. That is, the calculation unit 112 calculates the distance L between the event start position Pest and the obstacle encounter reference position Pm. Then, the calculation unit 112 divides the length of the range in which the straight line 170 is displayed (the length of the straight line 170) by the distance L. Thereby, the length corresponding to 1 dot which comprises the straight line 170 is calculated | required. In this case, the length of the straight line 170 on the reproduction screen 160 is constant regardless of the length of the dangerous scene.

  In this case, the length of the straight line 170 may be variable according to the length of the dangerous scene. For example, the length (unit length) of one dot constituting the straight line 170 may be set in advance, the length of the dangerous scene may be divided by the unit length, and the length of the straight line 170 may be calculated.

  In step S82, the calculation unit 112 determines the fixed marks (that is, the warning sign 174, the accelerator return mark 176, the brake activation mark 178, A gear shift mark 180) is displayed.

  In addition, when there are two sign occurrence positions Pp, the calculation unit 112 displays the corresponding risk sign marks 174a and 174b. A plurality of accelerator return marks 176, brake operation marks 178, and gear shift marks 180 are also displayed as necessary. If there is a fixed mark that is not stored, the fixed mark is not displayed. For this reason, one or more of the danger sign mark 174, the accelerator return mark 176, the brake operation mark 178, and the gear shift mark 180 may not be displayed.

  In step S83, the calculation unit 112 specifies the host vehicle position Ps corresponding to the currently displayed playback screen 160. In step S84, the calculation unit 112 displays a movement mark (that is, the own vehicle position mark 172) corresponding to the specified own vehicle position Ps.

  In step S85, the calculation unit 112 determines whether or not to end the reproduction of the reproduction screen 160. This determination is the same as step S65 in FIG. When the reproduction of the reproduction screen 160 is not finished (S85: NO), the process returns to step S83. When the reproduction of the reproduction screen 160 is ended (S85: YES), the current process is ended.

[3. Effects of this embodiment]
As described above, according to the present embodiment, in the simulated driving process (S2 in FIG. 4), the target obstacle Otar (passenger car 214) enters the traveling lane R3 of the simulated vehicle 80 while moving (see FIG. 4). 9A-FIG. 9C etc.). Alternatively, the target obstacle Otar (passenger car 200) is moving on the main line R2, which is the travel route on which the simulated vehicle 80 is scheduled to enter (FIGS. 6A and 6B, etc.). For this reason, the trainee P2 can train the driving operation in the dangerous scene including danger avoidance while confirming the behavior of the moving target obstacle Otar. In the reproduction process (S3 in FIG. 4), the vehicle position mark 172 (current position identifier) and the danger predictor mark 174 (predictor timing identifier) are displayed in association with the danger scene corresponding straight line 170 (distance display) (FIG. 4). 19, FIG. 21). Thereby, the trainee P2 can recognize the relationship between the current position and the predictive timing while viewing the reproduction screen 160. Therefore, the trainee P2 can objectively confirm the behavior taken by the target obstacle Otar and the driving operation taken by the trainee P2 while the simulated vehicle 80 and the target obstacle Otar move. it can. As a result, the trainee P2 performs training that leads to improvement of driving operations such as risk prediction and risk avoidance in a complex road environment where moving obstacles (including target obstacles Otar) exist. be able to.

  In the present embodiment, in the simulated driving process (S2 in FIG. 4), the calculation unit 112 (training control unit) is a position where the simulated vehicle 80 is in contact with the target obstacle Otar or a position closest to the target obstacle Otar. The obstacle encounter reference position Pm is determined and stored in the storage unit 114 (FIG. 18). In addition, in the reproduction process (S3 in FIG. 4), the calculation unit 112 adds the end of the danger scene correspondence line 170 (encounter criterion) in addition to the vehicle position mark 172 (current position identifier) and the danger predictor mark 174 (predictor timing identifier). The position identifier) is displayed in association with the danger scene correspondence line 170 (distance display) (FIGS. 19 and 21).

  Thereby, the trainee P2 can recognize the relationship between the predictive timing and the obstacle encounter reference position Pm while viewing the reproduction screen 160.

  In addition, whether the simulated vehicle 80 contacts the target obstacle Otar and an accident occurs or when contact with the target obstacle Otar is avoided, the operation timing is appropriate or inappropriate based on the obstacle encounter reference position Pm. Can be reconfirmed as a running record.

  In the present embodiment, the distance display corresponding to the dangerous scene is a dangerous scene corresponding straight line 170 (straight line display) corresponding to the distance of the entire dangerous scene, and the end of the straight line 170 indicates the obstacle encounter reference position Pm ( S81 in FIGS. 19 and 21). Thus, by using the straight line 170, it becomes possible to easily understand the distance relationship intuitively. In addition, by causing the straight line 170 to correspond to the distance of the entire dangerous scene, for example, it is possible to suppress the influence of the speed change as compared with the case of corresponding to the elapsed time. In addition, since the end of the straight line 170 indicates the obstacle encounter reference position Pm, it is easy for the trainee P2 to check the driving operation from the point of encounter with the target obstacle Otar.

  In the simulated driving process (S2 in FIG. 4), the calculation unit 112 (training control unit) displays the target obstacle Otar on the screen of the monitor 96 (FIGS. 7 and 10), and then simulates the target obstacle Otar. The blind spot from the vehicle 80 is entered (FIG. 11), and then the target obstacle Otar is displayed again on the screen of the monitor 96 (FIGS. 8 and 12). Further, in the reproduction process (S3 in FIG. 4), the calculation unit 112 (training control unit) causes the danger sign mark 174a (the target obstacle Otar to indicate the position corresponding to the first sign timing that first appears on the screen of the monitor 96). A first predictor timing identifier) and a danger predictor mark 174b (second predictor timing identifier) indicating a position corresponding to the second predictor timing appearing on the screen of the monitor 96 again after the target obstacle Otar enters the blind spot. It is displayed as a danger sign mark 174 (a sign timing identifier) (FIG. 19).

  Thereby, the trainee P2 can experience a traffic condition in which the moving obstacle Otar enters the blind spot and disappears once. Further, in the reproduction process, the danger sign 174a (first sign timing identifier) before the target obstacle Otar enters the blind spot and the danger sign mark 174b (second sign timing identifier) after the target obstacle Otar enters the blind spot. Are displayed in association with the straight line 170 (distance display). As a result, the trainee P2 can recognize the relationship between the current position and the first and second predictive timings while viewing the playback screen 160. For this reason, the trainee P2 is aware that the appearance timing of the target obstacle Otar that appears to have suddenly appeared near the obstacle encounter reference position Pm is actually the second predictive timing, and should be noted. It is possible to simulate a driving operation such as risk avoidance that should be taken when the first predictive timing is noticed, such as reflecting on having missed the timing.

  In the simulated driving process (S2 in FIG. 4) of the present embodiment, the calculation unit 112 (training control unit) includes a visual field range V1 from the simulated vehicle 80 when the simulated vehicle 80 is traveling on the traveling lanes R1 and R3. The sign timing is determined based on V2 and stored in the storage unit 114 (FIG. 13).

  Thus, the predictive timing is set based on the visual field ranges V1 and V2 during travel for the trainee P2. For this reason, it becomes possible to train driving operation and avoidance operation while performing danger prediction with a feeling close to actual driving operation. In particular, when the simulated vehicle 80 is a motorcycle, the visual field ranges V1 and V2 are greatly different depending on which position (for example, the center, the left end, or the right end) travels in the width direction of the travel lanes R1 and R3. Therefore, it is possible to appropriately set the predictive timing reflecting this difference.

  In the simulated driving process (S2 in FIG. 4) of the present embodiment, the calculation unit 112 (training control unit) determines the presence / absence of the predictive timing based on the running state of the simulated vehicle 80 and is displayed on the screen of the monitor 96. In the reproduction process (S3 in FIG. 4), the calculation unit 112 does not display the danger predictor marks 174a and 174b (predictor timing identifiers) in the reproduction process (S3 in FIG. 4). 13 and FIG. 21).

  The obstacle Otar is simulated depending on the difference in operation during the simulated driving of the trainee P2 (for example, the difference in the positional relationship according to the magnitude of the traveling speed, the stop time by a signal or intentional stopping, etc.) In some cases, the vehicle 80 does not exist within the risk prediction range. In such a case, the driving experience can be continued in the same state (a state in which no sign timing occurs).

  In the simulated driving process (S2 in FIG. 4) of the present embodiment, the calculation unit 112 (training control unit) has performed the return operation of the accelerator grip 36 (accelerator operating tool) while the moving image 162 is displayed (FIG. 15). S23: YES) corresponding to the accelerator return position Par corresponding to the position of the simulated vehicle 80 or the brake operating position Pbr corresponding to the operation timing of the brake operation tool (S31: YES in FIG. 16). Is stored in the storage unit 114 (S25 in FIG. 15, S33 in FIG. 16). In the reproduction process, the calculation unit 112 (training control unit) includes an accelerator return mark 176 (indicating the accelerator return position Par in addition to the own vehicle position mark 172 (current position identifier) and the predictor occurrence position Pp (predictor timing identifier)). The brake operation mark 178 (brake operation position identifier) indicating the accelerator return position identifier) and the brake operation position Pbr is displayed in association with the straight line 170 (distance display) (FIGS. 19 and 21).

  As a result, the trainee P2 can recognize the relationship between the predictive timing, the accelerator return timing, and the brake operation timing while viewing the reproduction screen 160. For this reason, the trainee P2 can look back on the operation of the simulated driving after grasping the accelerator return timing and the brake operation timing with respect to the predictive timing, and the training for avoiding danger accompanying the approach with the target obstacle Otar is effective. Can be performed automatically. In particular, it is possible to display an interval between the timing for returning the accelerator grip 36, which is important in a motorcycle, and the timing for operating the brake levers 38, 42 or the brake pedal 62.

B. Modifications It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the description of the present specification. For example, the following configuration can be adopted.

[1. Applicable to]
In the above embodiment, the simulation vehicle 80 is a motorcycle, but is not limited thereto, and may be, for example, a four-wheel vehicle or a vehicle having six or more wheels.

  In the above embodiment, the handle 30 for the motorcycle, the accelerator grip 36, the brake levers 38 and 42, and the brake pedal 62 are used as the handle operating tool, the accelerator operating tool, and the brake operating tool. For example, a handle for an automobile, an accelerator pedal, and a brake pedal may be used. Or an accelerator and a brake can also be operated by button operation.

  In the above embodiment, the gear change pedal 60 for a motorcycle is used as the gear change operation tool, but the present invention is not limited to this. For example, a shift change lever or a select lever for a four-wheel vehicle may be used.

[2. overall structure]
The driving training device 10 of the above embodiment has the driving training device main body 12 and the PC 14. However, for example, when focusing on the display in the reproduction process, the configuration of the driving training device 10 is not limited to this. For example, the operation training apparatus main body 12 itself can be provided with the function of the PC 14 (for example, the PC 14 is built in the apparatus main body 12). Alternatively, the driving training device 10 may include a mobile terminal for the trainer P1 in addition to the device body 12 and the PC 14 in order to improve operability by the trainer P1. Thereby, the trainer P1 can instruct the trainee P2 while operating the mobile terminal instead of the keyboard 92 and the mouse 94 of the PC 14.

[3. Simulated operation processing]
(3-1. Positions Ps, Pp, Par, Pbr, Pgs, Pm)
In the above embodiment, the sign generation position Pp, the accelerator return position Par, the brake operation position Pbr, the gear shift position Pgs, and the obstacle encounter reference position Pm are calculated and stored in the simulation operation process (FIGS. 13, 15 to 18). However, for example, from the viewpoint of specifying these positions Ps, Pp, Par, Pbr, Pgs, and Pm, in the simulated operation process, the operation amounts θh, θa, θlr, θll, θgr, and θbp are stored in advance. In the reproduction process, each position Ps, Pp, Par, Pbr, Pgs, Pm can be calculated.

(3-2. Predictor occurrence position Pp)
In the above-described embodiment, after the visual field ranges V1 and V2 are specified, the sign occurrence position Pp (predictive timing) is determined (FIG. 13). However, for example, from the viewpoint of determining the sign occurrence position Pp (predictive timing), the present invention is not limited to this. For example, in the simulated driving process (S2 in FIG. 4), the calculation unit 112 (training control unit) determines that the predictive timing has occurred when the target obstacle Otar passes through a fixed coordinate position in the virtual space. The sign generation position Pp may be stored in the storage unit 114. This makes it possible to easily set the predictive timing as compared with the case where the coordinate position is variable. In this case, the sign occurrence position Pp (predictive timing) can be determined in the reproduction process (S3) instead of the simulated operation process (S2 in FIG. 4).

(3-3. Obstacle encounter reference position Pm)
In the above embodiment, the position at which the simulated vehicle 80 contacts the target obstacle Otar or the position closest to the target obstacle Otar is set as the encounter reference position Pm (S55 and S56 in FIG. 18). However, for example, from the viewpoint of indicating the end of the moving image 162, the encounter reference position Pm may be set by other methods. For example, the peripheral position of the position where the simulated vehicle 80 is in contact with the target obstacle Otar or the peripheral position of the position closest to the target obstacle Otar can be set as the encounter reference position Pm.

[4. Reproduction process]
(4-1. Movie 162)
In the reproduction process of the above embodiment, the moving image 162 stored in the simulated driving process is reproduced as it is (see FIG. 19). However, for example, in order to enhance the learning effect, the target obstacle Otar may be highlighted (enclosed in red circles, light emission / flashing of the obstacle, etc.) during reproduction.

  In the reproduction process (S3 in FIG. 4) of the above embodiment, the calculation unit 112 (training control unit) determines that the vehicle position mark 172 is any other mark (danger sign 174, accelerator return mark 176, brake activation mark). 178 or gear shift mark 180) (S64: YES or S69: YES in FIG. 20), the moving image 162 is temporarily stopped and a still image is displayed (S66, S70). However, for example, from the viewpoint of displaying the simple display 164, it is possible not to display a still image.

  In the reproduction process (S3 in FIG. 4) of the above embodiment, reverse reproduction using the horn switch 46 (reverse reproduction switch) is enabled (S68 in FIG. 20). However, for example, from the viewpoint of displaying the simple display 164, reverse playback can be disabled.

(4-2. Simple relative position display 164)
In the above embodiment, the relative position simple display 164 is displayed together with the moving image 162 (FIG. 19). However, for example, from the viewpoint of displaying the result of the simulated operation as the simple display 164, the simple display 164 may be displayed on a screen different from the moving image 162. In this case, it is also possible to include the simple display 164 on the evaluation screen of the simulated driving where the moving image 162 does not exist.

(4-3. Dangerous scene correspondence straight line 170 (distance display))
In the embodiment described above, the straight line 170 is used as one corresponding to the entire length of the dangerous scene (FIG. 19). However, for example, from the viewpoint of showing the own vehicle position Ps, the danger sign timing, the accelerator return timing, the brake operation timing, and the gear shift timing in the entire danger scene, the present invention is not limited to this. For example, the straight line 170 of the above embodiment extends in the horizontal direction, but can also extend in the vertical direction. Alternatively, a bar display format may be used instead of a simple straight line like the straight line 170. Or it is also possible to set it as the curve which changes according to the altitude of the present position (own vehicle position Ps) of the simulation vehicle 80. FIG. Alternatively, the display of the simulated course 130 may be included in the simple display 164, and the marks 172, 174, 176, 178, 180 may be displayed in association with the travel route of the simulated course 130.

(4-4. Others)
The relative position simple display 164 of the above embodiment includes a danger scene-corresponding straight line 170, a vehicle position mark 172 (current position mark), a danger predictor mark 174, an accelerator return mark 176, a brake operation mark 178, and a gear shift mark 180. It was possible (FIG. 19). However, for example, from the viewpoint of displaying any one of the marks, only some of these marks may be displayed.

10 ... Driving training device 12 ... Driving training device body (vehicle operation command input unit)
30 ... Handle (handle operating tool) 36 ... Right side grip (accelerator operating tool)
38 ... Right lever (brake operating tool)
62 ... Rear wheel brake pedal (brake operating tool)
80 ... Simulated vehicle 96 ... Monitor 112 ... Calculation unit (training control unit) 114 ... Storage unit 130 ... Simulated course 160 ... Reproduction screen 162 ... Movie 170 ... Straight line corresponding to dangerous scene (distance display)
172 ... Own vehicle position mark (current position identifier)
174, 174a, 174b ... danger sign (prediction timing identifier)
176 ... Accelerator return mark (accelerator return position identifier)
178 ... Brake operation mark (Brake operation position identifier)
180: Gear shift mark (gear shift position identifier)
200, 214 ... Passenger car (obstacle) Pm ... Obstacle encounter reference position Ps ... Own car position (current position) P1 ... Trainer P2 ... Trainee

Claims (9)

A driving training device for training the driving ability required when driving a vehicle using a simulated road environment displayed on a monitor screen,
The driving training device comprises:
A training control unit that displays a simulated road environment seen from a simulated vehicle on the monitor screen as a video;
A vehicle operation command input unit having a handle operating tool, an accelerator operating tool, and a brake operating tool for controlling the operation of the simulated vehicle;
A storage unit for storing the moving image,
The training control unit performs a simulated driving process for causing a trainee to perform a simulated driving in a simulated course while using the vehicle operation command input unit, and a reproduction process for reproducing the simulated driving,
In the simulated driving process, the training control unit
An obstacle moving on the traveling route of the simulated vehicle while moving or on the traveling route scheduled to enter the simulated vehicle is displayed on the monitor screen,
Store the moving image of the scene until the obstacle obstructs the course of the simulated vehicle in the storage unit,
In the reproduction process, the training control unit
A playback screen for playing back the moving image stored during the simulated driving process and a distance display corresponding to the entire reproduction area consisting of part or all of the simulated course are simultaneously displayed on the monitor screen,
And the present position identifier which shows the present position of the said simulation vehicle corresponding to the said reproduction | regeneration screen currently displayed, and the indication timing that the obstacle obstructs the course of the simulation vehicle can be recognized from the simulation vehicle. A driving training apparatus, wherein a predictive timing identifier indicating a position of the corresponding simulated vehicle is displayed in association with the distance display. The driving training apparatus according to claim 1,
In the simulated driving process, the training control unit determines an obstacle encounter reference position that is a position where the simulated vehicle is in contact with the obstacle, a position closest to the obstacle, or a peripheral position thereof. To remember
In the reproduction process, the training control unit displays an encounter reference position identifier indicating the obstacle encounter reference position in association with the distance display in addition to the current position identifier and the predictor timing identifier. Training device. The driving training apparatus according to claim 2,
The distance display is a straight line display corresponding to the distance of the entire reproduction area,
The driving training device, wherein the end of the straight line display indicates the obstacle encounter reference position. In the driving training device according to any one of claims 1 to 3,
In the simulated driving process, the training control unit displays the obstacle on the monitor screen, then causes the obstacle to enter a blind spot from the simulated vehicle, and then displays the obstacle again on the monitor screen. Displayed above,
In the reproduction process, the training control unit
A first predictor timing identifier indicating a position corresponding to a first predictor timing at which the obstacle first appears on the monitor screen;
The driving training apparatus, wherein after the obstacle enters the blind spot, a second predictor timing identifier indicating a position corresponding to the second predictor timing that appears on the monitor screen again is displayed as the predictor timing identifier. In the driving training device according to any one of claims 1 to 4,
In the simulated driving process, the training control unit determines the predictive timing based on a visual field range from the simulated vehicle when the simulated vehicle is traveling in a driving lane, and stores it in the storage unit. Features driving training equipment. In the driving training device according to any one of claims 1 to 5,
In the simulated driving process, the training control unit determines whether or not the predictive timing has occurred based on a running state of the simulated vehicle,
In the reproduction process, when it is determined that the indication timing does not occur in the display of the obstacle displayed on the monitor screen, the training control unit does not display the indication timing identifier. Driving training device. The driving training apparatus according to claim 1,
In the simulated driving process, the training control unit determines that the predictive timing has occurred when the obstacle has passed a coordinate position fixed in a virtual space, and stores the prediction timing in the storage unit. Driving training device. In the driving training device according to any one of claims 1 to 7,
In the simulated operation process, the training control unit determines an accelerator return position where the return operation of the accelerator operation tool is performed and a brake operation position where the operation operation of the brake operation tool is performed while the moving image is displayed. Storing in the storage unit,
In the reproduction process, the training control unit associates, in addition to the current position identifier and the predictive timing identifier, an accelerator return position identifier indicating the accelerator return position and a brake operation position identifier indicating the brake operation position with the distance display. A driving training device characterized by being displayed. A driving training method for training a driving ability required when driving a vehicle using a simulated road environment displayed on a monitor screen,
A training control unit that displays a simulated road environment seen from a simulated vehicle on the monitor screen as a video;
A vehicle operation command input unit having a handle operating tool, an accelerator operating tool, and a brake operating tool for controlling the operation of the simulated vehicle;
A driving training device comprising: a storage unit for storing the moving image;
The training control unit performs a simulated driving process for causing a trainee to perform a simulated driving in a simulated course while using the vehicle operation command input unit, and a reproduction process for reproducing the simulated driving,
In the simulated driving process, the training control unit
An obstacle moving on the traveling route of the simulated vehicle while moving or on the traveling route scheduled to enter the simulated vehicle is displayed on the monitor screen,
Store the moving image of the scene until the obstacle obstructs the course of the simulated vehicle in the storage unit,
In the reproduction process, the training control unit
A playback screen for playing back the moving image stored during the simulated driving process and a distance display corresponding to the entire reproduction area consisting of part or all of the simulated course are simultaneously displayed on the monitor screen,
And the present position identifier which shows the present position of the said simulation vehicle corresponding to the said reproduction | regeneration screen currently displayed, and the indication timing that the obstacle obstructs the course of the simulation vehicle can be recognized from the simulation vehicle. A driving training method characterized by displaying a corresponding predictive timing identifier indicating the position of the simulated vehicle in association with a distance display corresponding to the entire reproduction region including part or all of the simulated course.

Images