JP6160566B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that controls a perceived speed of a driver.

  Conventionally, in driving a vehicle, when the traveling speed is low, the driver visually recognizes a relatively close position through the front window glass, and when the traveling speed is high, the driver travels relatively far through the front window glass. It is known that it is visually recognized. In addition, the instrument panel placed on the lower side of the front windshield tends to give the driver a sense of security the higher the upper end position, and the lower the upper end position tends to give the driver a feeling of spaciousness. It is also known that there is.

  The vehicle instrument panel of Patent Document 1 includes an instrument panel main body provided so as to be movable up and down with respect to the vehicle body, and a moving means for moving the instrument panel main body in the vertical direction. In comparison, the height of the instrument panel is increased to assist the driver in driving. Thereby, since the instrument panel main body is moved in the vertical direction in accordance with the traveling speed, it is possible to give the driver a sense of security when traveling at high speed and a feeling of opening when the vehicle is stopped.

In recent years, a technology has been proposed in which a mental state is estimated from a driver's biological information, and the driver's mental state is guided in an improvement direction by adjusting vehicle interior lighting, sound, air conditioning, and the like.
Although the user hospitality system for automobiles of Patent Document 2 is not an electric power steering device, it grasps the situation related to the use of automobiles by combining the type of disturbance stimulus and the hospitality intention classification item, and refers to the intention estimation table for safety. The standard intention parameter value that gives the strength standard of hospitality intention in each of the categories of safety, convenience and comfort is determined, and the standard intention parameter value specific to each situation related to vehicle use is used as the standard of intention strength. The intention strength parameter value is determined in consideration of the disturbance stimulus value, and the operation of the in-vehicle device is autonomously controlled.

Japanese Patent No. 4413654 Japanese Patent No. 4332813

The vehicle instrument panel of Patent Literature 1 reduces the visual information obtained through the front window glass as the traveling speed increases, thereby reducing the sense of presence related to the driver's speed, the so-called perceived speed, and providing a sense of security. Increasing.
However, in the technique of Patent Document 1, when the actual traveling speed is low, the perceived speed recognized by the driver through the front window glass is increased, and when the actual traveling speed is high, the driver passes through the front window glass. Therefore, the driver's perceived speed is not directly related to the actual driving speed because the driver's perceived speed is not related to the driver's perceived speed. The problem arises.
That is, even if a driver with low driving skill wants to increase his driving skill, there is a possibility that the lack of driving skill cannot be experienced in actual driving.

In general, in a driving assistance device, when a driver's driving operation deviates from a predetermined safe driving range, the vehicle independently controls the driving mechanism and steering mechanism to correct the driving state of the vehicle within the safe driving range. Therefore, since the driver is in a passive state, the driver has lost the opportunity to improve the driving skill without noticing the automatic correction by the vehicle.
Further, even when the vehicle is equipped with a notification mechanism that notifies the driver when automatic correction is performed, the driver cannot actually experience the correction operation by himself / herself within the safe driving range. Moreover, even if it is automatically corrected by the vehicle if the traveling speed is too high, if the traveling speed is too low, there is no control by the vehicle, so the driver who is afraid to step on the accelerator pedal, In spite of insufficient speed with respect to the recommended speed, the driver may not be able to recognize the necessity of skill improvement without being notified by the notification mechanism.

The automobile user hospitality system of Patent Document 2 indirectly estimates the occurrence of mental stress from the driver's state (biological information), and adjusts the in-vehicle device mounted on the vehicle to adjust the driver's driving environment (indoor environment). ) To relieve or eliminate the cause of stress, thereby inducing the driver's mental state in the improvement direction.
However, the technique of Patent Document 2 uses an ancillary function of the vehicle, and uses the essential function of the vehicle, that is, driving sense and speed sense through the driver's own driving operation. It does not improve the mental state of the driver and cannot contribute to the improvement of the driving skill of the driver.

  An object of the present invention is to guide a driver's perceived speed to a speed lower than the actual traveling speed, thereby improving the driving skill of the driver through the driver's own active driving experience. It is to provide a control device and the like.

The vehicle control device according to claim 1 is a vehicle control device that controls a perceived speed that the driver recognizes through the front window glass, and that estimates the driver's driving intention as a physical quantity based on the vehicle driving state by the driver. A determination means for determining a difference between the intention estimation means, a reference driving intention set as a physical quantity suitable for a driving environment of the vehicle, and a driver's estimated driving intention estimated as a physical quantity by the driving intention estimation means, and a front window Driving visibility changing means for increasing / decreasing the driving visibility of the driver recognized through the glass, and when the estimated driving intention is determined to be less than the reference driving intention by the determining means, the driving visibility changing means And a perception speed control means for reducing the driver 's driving field of view .

The vehicle control device includes a perceptual speed control unit that reduces the driver 's driving field of view through the driving field change unit when it is determined that the estimated driving intention is insufficient compared to the reference driving intention. The driver's driving intention can be guided in a direction in which the perceived speed increases, and the driver himself can perform a driving operation that increases the traveling speed. Therefore, the driver can experience driving with a high driving skill as an experience accompanying his own driving operation without memorizing stress due to fear.

According to a second aspect of the present invention, in the first aspect of the invention, the driving view changing means comprises a visual field blocking means capable of blocking only the driving visual field at the vehicle width direction driver side end portion of the front window glass. It is said.
According to this, the perceived speed of the driver due to the visual information obtained through the front window glass can be adjusted efficiently with a simple configuration.

According to a third aspect of the present invention, in the first or second aspect of the invention, the driving intention estimation means estimates the driving intention of the driver based on an operation amount of any one of an accelerator pedal, a brake pedal, and a steering wheel. It is characterized by.
According to this, since the driver's driving intention is estimated based on the operation amount of any of the accelerator pedal, the brake pedal, and the steering wheel that the driver directly drives, the driver's driving intention is accurately grasped. be able to.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, when the estimated driving intention is determined to be excessive than the reference driving intention by the determining means, the driving view changing means is used. It is characterized by increasing the driver's driving field of view and increasing the driver's perception speed.
According to this, the driver's intention to drive can be guided in a direction in which the perceived speed decreases, the driver himself can perform a driving operation to reduce the traveling speed, and as an experience accompanying his own driving operation High driving skill can be experienced.

  According to the vehicle control device of the present invention, the driver's driving skill is improved through the driver's own active driving experience by guiding the driver's perceived speed to a speed lower than the actual traveling speed. be able to.

It is the figure which looked at the vehicle body front of the vehicle which concerns on Example 1 from the vehicle interior side. It is a block diagram of a perception control device. It is a graph for demonstrating the control area | region by a perception control apparatus. It is a figure explaining the perceptual control by a perceptual control device, (a) is the front window glass state when the driving intention is low, (b) is the normal front window glass state, (c) is when the driving intention is high The front window glass state is shown. It is a flowchart which shows the control procedure of a perception control apparatus. It is a figure which shows the visual information used in verification experiment. It is a figure which shows another visual information used in verification experiment. It is a graph which shows the result of verification experiment. It is a block diagram of the perceptual control apparatus which concerns on a reference technique . It is a figure explaining the perceptual control when driving intention is low, (a) shows a control initial state, (b) shows a control late state. It is a figure explaining the perceptual control when driving intention is high, (a) shows the control initial state, (b) shows the control late state. It is a figure explaining the modification which concerns on the reference technique of perceptual control when a driving intention is low, Comprising: (a) has shown the control initial state, (b) has shown the late control state. It is a figure explaining the modification which concerns on the reference technique of perception control when driving intention is high, Comprising: (a) has shown the control initial state, (b) has shown the late control state.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The following description exemplifies a case where the present invention is applied to a vehicle, and does not limit the present invention, its application, or its use.

Embodiment 1 of the present invention will be described below with reference to FIGS.
As shown in FIGS. 1 and 2, in this embodiment, a roof panel (not shown), a pair of left and right roof side rails (not shown) extending in the front-rear direction, and a pair of left and right front pillars extending in the up-down direction. 1, a front window glass 2 mounted between the pair of left and right front pillars 1, a perception control device 3 (vehicle control device) for controlling a perception speed recognized by the driver through the front window glass 2, etc. As an example, a vehicle V equipped with
On the front side of the passenger compartment is a right driver's seat 4 and a passenger seat 5 mounted with a console box interposed between the driver's seat 4 and a rear seat. (Not shown) is provided. An instrument panel 6 extending in the vehicle width direction is installed in front of the driver seat 4 and the passenger seat 5, and a steering wheel 7 for steering is provided at a position closer to the driver seat of the instrument panel 6. Yes.
Hereinafter, the front-rear direction of the vehicle body will be referred to as the front-rear direction, and the left-right direction of the vehicle body will be described as the left-right direction.

The left and right end portions 2a of the front window glass 2 and the left and right inner portions 2b adjacent to the inner sides of the left and right end portions 2a are made of light control glass whose transmittance can be changed.
In the right side portion of the front window glass 2, the left end of the right end portion 2a is set at a position of about 27 ° with respect to the front direction, and the left end of the right inner portion 2b is set at a position of about 25 ° with respect to the front direction. Yes. The left and right end portions 2a and the left and right inner portions 2b are configured such that the transmittance can be changed by electrically changing the optical characteristics of the liquid crystal layer 8 with the liquid crystal layer 8 sandwiched between two transparent substrates. Yes. The liquid crystal layer 8 is controlled by the ECU 10 of the perception control device 3.
An EL (electroluminescence) layer may be employed instead of the liquid crystal layer 8.

The perceptual control device 3 is configured to be able to adjust the perceived speed, which is the driver's sense of presence related to the traveling speed. As shown in FIG. 2, the perceptual control device 3 includes an ECU (Electronic Control Unit) 10. The ECU 10 is an electronic control unit including a CPU, a ROM, a RAM, and the like, and performs various arithmetic processes by loading an application program stored in the ROM into the RAM and executing it by the CPU.
The ECU 10 is electrically connected to the driving operation unit 11, the speed sensor 12, the yaw rate sensor 13, the acceleration sensor 14, the navigation system 15, the vehicle traveling unit 16, the liquid crystal driver unit 17, and the like.

The driving operation unit 11 includes an accelerator pedal (not shown), a brake pedal (not shown), a steering wheel 7, and the like. The driving operation unit 11 outputs an operation amount input by the driver to the ECU 10.
The speed sensor 12 is a sensor that detects the actual traveling speed of the vehicle V, the yaw rate sensor 13 is a sensor that detects the yaw rate of the vehicle V, and the acceleration sensor 14 is a sensor that detects the acceleration of the vehicle V. . These sensors 12, 13 and 14 output the detection results to the ECU 10.

The navigation system 15 is a system that provides route guidance for the vehicle V.
As shown in FIG. 2, a GPS receiver 18 for detecting the current position of the vehicle V is electrically connected to the navigation system 15. The GPS receiver 18 detects the current position of the vehicle V by receiving signals from a plurality of GPS satellites. The navigation system 15 includes a map database 15a that stores road map data and a traffic rule database (not shown) that stores traffic rule data.
The navigation system 15 provides the driver with a route guidance to the destination using the current position data of the vehicle V by the GPS receiver 18, the road map data of the map database 15 a and the traffic rule data of the traffic rule database.
Thereby, the navigation system 15 outputs the current position data, road map data, and traffic rule data of the vehicle V to the ECU 10.

The vehicle travel unit 16 is a drive mechanism or a steering mechanism for executing travel control of the vehicle V.
The vehicle traveling unit 16 includes an engine control unit, a steering actuator, a brake actuator, a shift actuator, and the like. The vehicle traveling unit 16 performs traveling control of the vehicle V in accordance with the output signal of the ECU 10.

The liquid crystal driver 17 supplies the left and right end portions 2a of the front window glass 2 and the left and right end portions of the front window glass 2 by supplying necessary voltages to the liquid crystal layers 8 respectively provided on the left and right inner portions 2b. The transmittance of 2a and the left and right inner portions 2b can be changed in two stages of 100% and 0%.
The visual interface area (see FIG. 4A) when the left and right end portions 2a and the left and right inner portions 2b are both set to 0% transmittance is 100% for both the left and right end portions 2a and the left and right inner portions 2b. It is set to about 7/8 or less of the visual interface area at that time (see FIG. 4C). During normal running, the transmittance of the left and right end portions 2a is set to 0%, and the transmittance of the left and right inner portions 2b is set to 100% (see FIG. 4B). Here, the front window glass 2, the liquid crystal layer 8, and the liquid crystal driver unit 17 correspond to a driving view changing mechanism 19 (driving view changing means).

As shown in FIG. 2, the ECU 10 includes a driving intention estimation unit 21, a determination unit 22, a travel support control unit 23, and a perceived speed control unit 24.
The driving intention estimating unit 21 determines the estimated driving intention D by estimating the level of the driving intention of the driver based on the output of the driving operation unit 11. For example, when estimating the level of driving intention of the driver from the amount of operation of the accelerator pedal, the level of driving intention of the driver is reflected in the amount of depression of the accelerator pedal. Can be estimated directly.

The driving intention estimation unit 21 estimates driving intention based on the driver's biological information (for example, finger plethysmogram, blood flow, brain wave, myoelectricity, line of sight, voice, etc.), the driving skill of the driver, and the like. You may do it.
The biological information can be detected by a sensor attached to the gripping position of the steering wheel 7, a sensor attached to the seat 4, an eye sensor attached to the rearview mirror, a vehicle interior microphone (not shown), and the like. The vehicle V is provided with a driving support device (for example, refer to Japanese Patent Application Laid-Open No. 2012-197006) that evaluates the driving skill by quantifying the behavior information of the vehicle V and displays the driving cycle fuel consumption and the driving evaluation result on a display. It is also possible to indirectly estimate the driving intention of the driver based on the driving state (a supple driving state, a swaying driving state, a gentle driving state, etc.).

  The determination unit 22 determines a difference between the reference driving intention D0 set so as to match the driving environment (including the driving state) of the vehicle V and the estimated driving intention D of the driver estimated by the driving intention estimation unit 21. doing. The reference driving intention D0 corresponds to the reference driving operation amount of the driving operation unit 11 serving as a driving rule adapted to the traveling environment of the vehicle V.

Specifically, the determination of the driving intention will be described by taking an accelerator pedal depression operation at the main road merge on the expressway as an example.
As shown in FIG. 3, when it is detected that the vehicle V is traveling in the acceleration lane based on the output of the navigation system 15, the traveling vehicle speed of the vehicle V near the junction is recommended to be 80 (km / h). Is the reference speed. When the operation amount of the traveling vehicle speed 80 (km / h) is P, the range of the accelerator pedal depression operation amount corresponding to the traveling vehicle speed of P ± K1 is set as the reference driving intention D0 in consideration of the fluctuation margin.
That is, since the range of P ± K1 is regarded as the range of the standard driving, when K1 is set to 2 (km / h), for example, the estimated driving intention D satisfies 78 (km / h). In the case of no stepping operation amount, it is determined that the estimated driving intention D is insufficient (lower) than the reference driving intention D0, and in the case of the stepping operation amount in which the estimated driving intention D exceeds 82 (km / h) The estimated driving intention D is determined to be excessive (high) than the reference driving intention D0.

In this embodiment, the range of the accelerator pedal depression operation amount corresponding to P ± K2 (K1 <K2) is regarded as the safe driving range.
When the vehicle V is traveling at the junction of the highway and the K2 is set to be equivalent to, for example, 10 (km / h), the determination unit 22 satisfies the estimated driving intention D to 70 (km / h). If there is no accelerator pedal depression amount, or if the estimated driving intention D is greater than 90 (km / h), the estimated driving intention D deviates from the safe driving range. Determined.

That is, based on the difference between the reference driving intention D0 and the estimated driving intention D, the determination unit 22 determines that the current driving operation by the driver is an assist-free area where the assistance by the vehicle V is unnecessary, and the vehicle V from the safety aspect. Which area belongs to the first assist area that requires forcible assistance by the vehicle, or the second assist area that controls the driver's perceived speed and guides the driver to perform a corrective operation actively? Judgment.
Further, in the second assist area, since the estimated driving intention D is lower than the reference driving intention D0, the speed increase assist area in which the driver himself is actively guided to perform the speed increasing correction operation and the estimated driving intention D are Since it is higher than the reference driving intention D0, the determination is made by classifying it into a deceleration assist region in which the driver himself is guided to actively perform the deceleration correction operation.

  When it is determined that the estimated driving intention D exists in the first assist region, the driving support control unit 23 is a signal based on the operation amount closest to the operation amount corresponding to the estimated driving intention D within the safe driving range. Is output to the vehicle travel unit 16 and the travel state of the vehicle V is forcibly controlled to be within the safe driving range. In the case of assistance related to the traveling speed of the vehicle V, control is executed only when the estimated driving intention D is higher than the safe driving range, and control is prohibited when the estimated driving intention D is lower than the safe driving range. It is also possible to perform only the notification for warning the driver.

The perceived speed control unit 24 controls the perceived speed of the driver via the driving view changing mechanism 19 when the determining unit 22 determines that the estimated driving intention D exists in the second assist region.
Specifically, when the estimated driving intention D exists in the acceleration assist region, the perceived speed control unit 24 drives the liquid crystal driver unit 17 to drive the front window glass 2 as shown in FIG. Both the left and right end portions 2a and the left and right inner portions 2b are both set to 0% to narrow the driver's field of view through the front window glass 2.
When the estimated driving intention D exists in the deceleration assist region, the perceived speed control unit 24 drives the liquid crystal driver unit 17 as shown in FIG. Both the transmittances of the left and right inner portions 2b are set to 100%, and the driver's field of view through the front window glass 2 is set wide.

  As a result, when guiding to perform a speed increasing operation within the range of safe driving, the visual information input via the front windshield 2 is reduced, so that the perceived speed is lower than the actual traveling speed to the driver. Can be recognized, and the driver can be guided to actively perform the speed increasing operation. Further, when guiding to perform a deceleration operation, the visual information input through the front window glass 2 increases, so that the driver can recognize the perceived speed higher than the actual traveling speed, and actively The driver can be guided to perform the deceleration operation.

Next, control processing of the perceptual control device 3 will be described based on the flowchart of FIG. Si (i = 1, 2,...) Indicates a step for each process.
First, in the perceptual control device 3, outputs from the driving operation unit 11, the various sensors 12 to 14 and the navigation system 15 are input (S1), and the process proceeds to S2.

In S2, the estimated driving intention D is estimated based on the output from the driving operation unit 11.
Next, based on the outputs from the various sensors 12 to 14 and the navigation system 15, the reference driving intention is determined by the operation amount P corresponding to the reference speed adapted to the traveling environment of the vehicle V and the fluctuation margin K1 for setting the range of the reference driving. D0 is calculated (S3). At the same time, the safe driving range is set by the operation amount P corresponding to the reference speed and the fluctuation margin K2 for setting the safe driving range.

In S4, the determination unit 22 compares the reference driving intention D0 with the estimated driving intention D, and determines whether or not the estimated driving intention D is within the range of the standard driving.
As a result of the determination in S4, if the estimated driving intention D is within the range of the standard driving, it is determined that the estimated driving intention D exists in the assist-free area because the driver's driving is a driving operation suitable for the driving environment. (S5), return. As a result of the determination in S4, when the estimated driving intention D is outside the range of the standard driving, the process proceeds to S6 and the region determination is performed.

As a result of the determination in S6, when the estimated driving intention D is outside the range of safe driving, it is determined that the driver's driving is a driving operation having a problem in terms of safety, and therefore exists in the first assist region ( S7) The forced assist control by the driving support control unit 23 is executed (S8), and the process returns.
As a result of the determination in S6, if the estimated driving intention D is within the range of safe driving, the process proceeds to S9 to perform region determination in the second assist region.

As a result of the determination in S9, when the estimated driving intention D is lower than the range of the standard driving, it is determined that the driver's driving is present in the acceleration assist region because it is necessary to increase the driving intention (S10). The perceived speed reduction control by the speed controller 24 is executed (S11), and the process returns.
If the estimated driving intention D is higher than the standard driving range as a result of the determination in S9, it is necessary to lower the driving intention of the driver, so it is determined that the driver exists in the deceleration assist region (S12), and perception The perceived speed increase control by the speed controller 24 is executed (S13), and the process returns.

Next, the operation and effect of the vehicle control apparatus of this embodiment will be described.
First, in describing the action and effect, the relationship between the visual field recognized by the driver through the front window glass and the perceived speed recognized by the driver is verified.
In this verification experiment, optical motion capture technology using a plurality of cameras, a motion measurement reflective marker mounted on the head of the subject (driver), and a three-dimensional display unit installed in front of the subject, We measured the longitudinal movement of the subject's head when visual information was projected assuming straight running on a straight road.
The three-dimensional display portion includes visual information A (see FIG. 6) with a small blocking amount at the left and right side portions of the front window glass shape and visual information B (see FIG. 7) with a large blocking amount at the left and right side portions of the front window glass shape. ) As visual information that the subject recognizes through the windshield.

As shown in FIG. 8, it was confirmed that the visual information A has a large movement range of the subject's head, and the visual information B has a small movement range of the subject's head.
As a result, the driver's perceived speed is assumed to be proportional to the moving speed and intensity of the visual information recognized by the driver (time that is visible in the front window glass), and the front window with a small blocking amount on the left and right sides is small. It was found that the glass is easy to feel the sense of realism related to speed, and that the front windshield with a large blocking amount on both the left and right sides is difficult to sense the sense of realism related to speed.

  According to the perceptual control device 3, when it is determined that the estimated driving intention D is less than the reference driving intention D 0 (standard driving range), the driver's perceived speed is determined via the driving view changing mechanism 19. Since the perceived speed control unit 24 for decreasing the speed is provided, the driver's driving intention can be guided in a direction in which the perceived speed increases, and the driver himself can perform a driving operation that increases the traveling speed. Therefore, the driver can experience driving with a high driving skill as an experience accompanying his own driving operation without memorizing stress due to fear.

  The perception speed control unit 24 controls the driver's perception speed through the increase / decrease in the vehicle width direction end portion of the front window glass 2, so that the driver's perception caused by the visual information obtained through the front window glass 2 is performed. The speed can be adjusted efficiently with a simple configuration.

The driving intention estimation unit 21 estimates the driving intention of the driver based on the operation amount of any one of the accelerator pedal, the brake pedal, and the steering wheel 7.
According to this, since the driver's driving intention is estimated based on the operation amount of any of the accelerator pedal, the brake pedal, and the steering wheel 7 that the driver directly drives, the driver's driving intention is accurately grasped. can do.

  When the determination unit 22 determines that the estimated driving intention D is more than the reference driving intention D0, the driver's perception speed is increased by increasing the driver's driving field of view through the driving field change mechanism 19. Therefore, it is possible to guide the driver's driving intention in the direction in which the perceived speed decreases, and to allow the driver himself to perform a driving operation that reduces the traveling speed, and as a experience accompanying the driving operation, a high driving skill Can experience driving.

Next, the perceptual control device 3 according to the reference technique will be described with reference to FIGS.
The perceptual control device 3 according to the first embodiment uses the intensity of visual information recognized by the driver by changing the amount of blockage between the left and right sides of the windshield 2 according to the difference between the reference driving intention D0 and the estimated driving intention D. In contrast, the perceptual control device 3A of the reference technique controls the moving speed of the visual information recognized by the driver by the movement of the light spot d projected on the front window glass 2. In addition, the same code | symbol is attached | subjected about the structural member similar to Example 1. FIG.

As shown in FIG. 9, a head-up display unit (hereinafter abbreviated as a HUD unit) 30 is electrically connected to the ECU 10.
The HUD unit 30 is accommodated in the instrument panel 6 and configured to project one or a plurality of light spots d having a moving direction on the side surface of the passenger compartment of the front window glass 2.
The HUD unit 30 includes a liquid crystal device that displays an image on which the light spot d is based, a light that transmits the image displayed on the liquid crystal device, a reflector that projects the transmitted image onto the front window glass 2, and the like. (Both not shown). The HUD unit 30 is a well-known technique and will not be described in detail.

When the determination unit 22 determines that the estimated driving intention D is present in the second assist region (see FIG. 3), the perception speed control unit 24A controls the driver's perception speed via the driving view change mechanism 19A. Yes. Specifically, when the estimated driving intention D is present in the acceleration assist region, the perceptual speed control unit 24A drives the HUD unit 30 as shown in FIGS. 10 (a) and 10 (b). The number of projections is increased so that the light spot d projected on the front window glass 2 moves in the traveling direction from the front toward the front along the traveling lane of the vehicle VA, and this operation is repeated a predetermined number of times.
When the estimated driving intention D is present in the deceleration assist region, the perceptual speed control unit 24A drives the HUD unit 30 so that the front window glass 2 is applied to the front window glass 2 as shown in FIGS. 11 (a) and 11 (b). The number of projections is increased so that the projected light spot d moves in the direction opposite to the traveling direction from the front toward the front along the traveling lane of the vehicle VA, and this operation is repeated a predetermined number of times. Although the number of projections is increased so that the light spot d projected on the front window glass 2 moves forward or forward along the traveling lane of the vehicle VA, the single light spot d is moved forward or forward. You may move to.

As a result, when guiding the driver to perform a speed increasing operation within the safe driving range, the moving speed of the visual information recognized by the driver input through the front windshield 2 decreases, so The perceived speed can be recognized lower than the traveling speed of the vehicle, and the driver can be guided to actively perform the speed increasing operation.
In addition, when guiding to perform a deceleration operation, the moving speed of visual information recognized by the driver input through the front window glass 2 increases, so that the driver has a perceived speed higher than the actual driving speed. The driver can be guided to actively perform a deceleration operation.

  According to the perception control device 3A, the perception speed control unit 24A controls the driver's perception speed through the movement of the light spot d projected on the front window glass 2. The driver's perceived speed resulting from the obtained visual information can be efficiently adjusted with a simple configuration.

Next, a modified example in which the embodiment is partially changed will be described.
1) In the above embodiment, the example in which the level of the driver's intention to drive is estimated based on the depression amount of the accelerator pedal and the brake pedal has been described. However, the driver's intention to drive is estimated based on the depression speed of the accelerator pedal. You may do it. It is also possible to estimate the driver's driving intention based on the depression amount and depression speed of the brake pedal or the steering angle amount and yaw rate of the steering wheel 7.

2] In the above embodiment, the example in which the vehicle is traveling at the junction of the highway has been described. However, the visual information recognized through the front windshield is greatly increased. The present invention can be applied to any driving environment as long as the driving environment requires a skill for driving operation such as a decreasing uphill. In this case, a reference driving range (reference driving intention) and a safe driving range are set based on the recommended reference speed for each driving environment, and the perceived speed is derived according to the skill of the driver.

3) In the above-described embodiment, the example in which the cutoff amount at both ends in the vehicle width direction of the front window glass is changed according to the driving intention has been described. However, only the cutoff amount at the driver side end portion of the front window glass is determined as the driving intention. You may change according to. The shut-off amount may be changed by synchronizing the both end portions and the lower end portion of the front window glass in the vehicle width direction.
Moreover, although the example which switches the transmittance | permeability of the vehicle width direction both ends of a windshield to 0% and 100% was demonstrated, it should just be able to guide | induce a driver's perception speed at least, for example, switching to 20% and 100% etc. Furthermore, the transmittance switching width may be variably set according to the difference between the estimated driving intention and the reference driving intention.

4] In the above reference technique , the example in which the light spot d projected on the front window glass is moved forward or forward along the traveling lane in which the vehicle travels has been described. However, the light spot d is moved along the front pillar. You may let them.
When the estimated driving intention is present in the acceleration assist region, the light spot d projected on the front window glass 2 is raised along the front pillar 1 from below as shown in FIGS. 12 (a) and 12 (b). The movement speed of the visual information recognized by the driver is reduced by repeating the movement to the predetermined number of times. When the estimated driving intention is present in the deceleration assist region, the light spot d projected on the front window glass 2 is moved from top to bottom along the front pillar 1 as shown in FIGS. 13 (a) and 13 (b). By repeating the moving operation a predetermined number of times, the moving speed of the visual information recognized by the driver is increased. In this case, the front pillar may be provided with a HUD portion, and an arbitrary light point projection mechanism such as an LED installed on the front pillar may be employed instead of the HUD portion.

5) In the above-described embodiment, the example in which the blocking amount and the light spot at both ends in the vehicle width direction of the front window glass are changed according to the driving intention has been described, but the driver's perceived speed is induced by sound, indoor lighting, etc. You may do it. For example, if it exists in the acceleration assist area, the moving speed recognized by the driver may be reduced by changing the lamp color of the meter panel etc. to a warm color (red). It can also be used in combination with the amount of light shielding and light spot control.

6) In addition, those skilled in the art can implement the present invention in a form in which various modifications are added to the above-described embodiment or in a form in which each embodiment is combined without departing from the gist of the present invention. Various modifications are also included.

V, VA Vehicle D0 Standard driving intention D Estimated driving intention 1 Front pillar 2 Front window glass 3 Perception control device 7 Steering wheel 17 Liquid crystal driver section 19, 19A Driving view changing mechanism 21 Driving intention estimation section 22 Determination section 24, 24A Perceived speed Control unit 30 HUD unit

Claims (4)

In the vehicle control device that controls the perceived speed recognized by the driver through the windshield,
Driving intention estimation means for estimating a driver's driving intention as a physical quantity based on a vehicle driving state by the driver ;
Determining means for determining a difference between a reference driving intention set as a physical quantity suitable for a driving environment of the vehicle and a driver's estimated driving intention estimated as a physical quantity by the driving intention estimating means;
Driving view changing means for increasing or decreasing the driving view of the driver recognized through the front windshield;
When the determination means determines that the estimated driving intention is less than the reference driving intention, the apparatus includes a perceptual speed control means that reduces the driving visibility of the driver via the driving visibility change means. A vehicle control device. 2. The vehicle control device according to claim 1, wherein the driving view changing unit includes a view blocking unit capable of blocking only a driving view of a vehicle side direction driver side end portion of the front window glass .   The vehicle control apparatus according to claim 1, wherein the driving intention estimation unit estimates a driving intention of the driver based on an operation amount of any one of an accelerator pedal, a brake pedal, and a steering wheel.   When it is determined by the determining means that the estimated driving intention is excessive than the reference driving intention, the driver's perception speed is increased by increasing the driving visibility of the driver via the driving visibility changing means. The vehicle control device according to any one of claims 1 to 3.