JPH07257137A - Roll feeling control device - Google Patents

Abstract

PURPOSE:To urge the driver to carry out control necessary for avoiding occurrence of a risk without causing the driver to sense uneasy feeling, by suitably increasing and decreasing the feeling to be sensed by the driver before the driver senses the feeling. CONSTITUTION:An exhibition change predicting means 18 predicts a variation in exhibition in a rolling direction of a vehicle in accordance with a value detected by a vehicle condition detecting means 14. A sensing ability predicting means 20 predicts whether or not the driver can sense the predicted variation in exhibition within a predetermined time. A risk degree predicting means 22 predicts a risk degree of a future exhibition of the vehicle in accordance with values detected by the vehicle condition detecting means 14 and an environmental condition detecting means 16. A roll feeling applying means 26 increases or decreases a feeling sensed by the driver as to a variation in exhibition in the rolling direction of the vehicle before the driver senses it. A control means 24 controls so as to increase or decrease the roll feeling applying value by a roll feeling applying means 26 in accordance with results of prediction by the sensing ability predicting means 20 and the risk degree predicting means 22.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a roll sensation control device for increasing / decreasing a sensation of a driver with respect to a behavior change in the roll direction of a vehicle and imparting the same to the driver.

[0002]

2. Description of the Related Art In recent years, the turning performance of a vehicle has been remarkably improved and the marginal performance of the vehicle has also been improved by improving the technology such as a four-wheel steering device or a toe control mechanism for wheels by a multi-link.

In the above-mentioned four-wheel steering system, generally, when changing lanes at high speed, the rear wheels are steered in the same phase to ensure high-speed stability, and when turning at low speed, they are steered in the opposite phase to improve the small turning performance. However, for example, JP-A-57-60
Japanese Patent No. 974 discloses that in such a four-wheel steering system,
There is a device that detects a deceleration or acceleration during turning of the vehicle and steers the rear wheels in accordance with the detected deceleration or acceleration to prevent a drastic change (spin phenomenon, drift phenomenon, etc.) in the running trajectory or vehicle attitude of the vehicle. It is disclosed. Further, the vehicle auxiliary steering device disclosed in Japanese Patent Laid-Open No. 63-178951 is devised to assist steering of front and rear wheels to improve turning performance. Furthermore, JP-A-3
Japanese Patent Laid-Open No. 112754 discloses an arrangement in which braking and driving during turning are independently controlled for four wheels to generate an optimum yaw rate, thereby improving the limit characteristics.

In each of the above-mentioned conventional techniques, improvement in the limit running performance of the vehicle can be expected, but no mention is made of transmitting information on the vehicle behavior from the vehicle side to the driver. Japanese Patent Application Laid-Open No. 63-263122 discloses this point. That is, according to the publication, the vehicle is in a roll-direction behavior limit state (that is, a state immediately before the vehicle reaches a dangerous area) based on the steering angle and the yaw rate during stabilizer rigidity control for suppressing the roll of the vehicle. There is disclosed a technique of detecting the fact and presenting it to the driver.

[0005]

However, even if the driver is informed that the vehicle is approaching the dangerous area in this way, it is possible that the driver is approaching the dangerous area. Since it cannot be expected to be recognized as a real feeling, it is not always easy to urge the driver to perform the operation necessary for avoiding the vehicle from reaching the dangerous area in advance by this presentation.

Further, some drivers may become anxious when presented with the fact that the vehicle is approaching a dangerous area, and may fall into a panic state. In addition, it may induce unnecessary operation, which may lead to driving safety. It also increases the likelihood of creating a situation that reduces sex.

The present invention has been made in view of such circumstances, and performs the operation necessary for avoiding the vehicle from reaching the dangerous area in advance without giving the driver an uncomfortable feeling. An object of the present invention is to provide a roll sensation control device that can effectively prompt the driver.

[0008]

According to the present invention, the driver does not simply indicate to the driver that the vehicle is approaching the dangerous area as in the prior art, but the driver does not respond to the behavior change in the roll direction of the vehicle. Considering the driver's perceptual characteristics and the degree of danger of vehicle behavior, the sense of the vehicle is increased or decreased as appropriate to give the driver the sense that the vehicle is approaching the dangerous area. In order to achieve the above-mentioned object.

That is, according to the first aspect of the present invention, as described in claim 1, a behavior change predicting means for predicting a behavior change in the rolling direction of the vehicle after a predetermined time, and the predicted behavior change. Perceivability predicting means for predicting whether or not the driver can perceive after the predetermined time, risk predicting means for predicting the risk of vehicle behavior in the future, and a driver for behavior change in the roll direction of the vehicle Based on the roll sensation imparting means for imparting to the driver by increasing or decreasing the sensation received, and the prediction results of the perceptibility propriety predicting means and the risk predicting means, the roll sensation imparting amount by the roll sensation imparting means is controlled to increase or decrease. It is characterized by comprising:

A second invention according to the present application is the claim 5
As described above, a behavior change predicting unit that predicts a behavior change in the roll direction of the vehicle after a predetermined time, and a perceptibility of predicting whether or not the predicted behavior change can be perceived by the driver after the predetermined time. A predicting means, a risk avoiding operation availability predicting means for predicting whether or not the driver can perform a risk avoiding operation for a dangerous state of future vehicle behavior, and a risk degree predicting means for predicting a risk degree of future vehicle behavior. And a roll sensation imparting means for imparting to the driver by increasing or decreasing the sensation that the driver receives with respect to the behavior change in the roll direction of the vehicle, the perceptibility propriety predicting means, the risk avoiding operation propriety predicting means, and the danger. Control means for increasing / decreasing the roll sensation imparting amount by the roll sensation imparting means based on the prediction result of the degree predicting means. That.

The term "after a predetermined time" means that a vehicle that is not in a dangerous state at the present time has passed a time that is not long enough to fall into a dangerous state after "a predetermined time", and
When a certain amount of behavior change occurs between the present time point and the “predetermined time period”, it means after the elapse of a time period having a length that allows the driver to perceive the behavior change in the “predetermined time period”. It is a thing.

Further, the "future" means a time point in the future which is further from the "after a predetermined time".

[0013]

According to the first aspect of the present invention (the invention of claim 1), the sensation of the driver with respect to the behavior change in the rolling direction of the vehicle is determined by the perceivability prediction result and the risk degree prediction result. Based on this, it is given to the driver by appropriately increasing or decreasing, so that when the vehicle is approaching the dangerous area, the driver can actually feel that the vehicle is approaching the dangerous area as a driving feeling. It is possible to prevent unnecessary feeling of anxiety when there is no danger of approaching the dangerous area.

As described above, according to the first aspect of the present invention, the driver can effectively perform the operation necessary to avoid the vehicle from reaching the dangerous area in advance without giving the driver an uneasy feeling. Can be urged. And thereby, driving safety or comfortable driving performance can be ensured.

For example, as described in claim 2, the perceptibility predicting means predicts that it is imperceptible (the change in behavior of the vehicle in the roll direction after a predetermined time cannot be perceived by the driver after the predetermined time), and High risk level in risk prediction means (high risk level of vehicle behavior in the future)
If it is predicted that if the driver senses that the vehicle is approaching the dangerous area by increasing the roll sensation and giving it to the driver, the driver can quickly perceive the dangerous area. It is possible to effectively prompt the driver to perform an operation required to avoid the vehicle in advance.

Further, as described in claim 3, when the perceptibility predicting means predicts that it is perceptible and the risk predicting means predicts that the risk is low, the roll feeling is reduced and given to the driver. By doing so, it is possible to prevent the driver from feeling useless anxiety in a situation where there is no danger of approaching the dangerous area.

Further, as described in claim 4, when the perceptibility predicting means predicts that it is perceptible and the risk predicting means predicts that the danger level is high, the roll feeling is increased and given to the driver. By doing so, it is possible to make the driver strongly feel that the vehicle is approaching the dangerous area, and it is possible to effectively encourage the driver to perform the operation necessary to avoid the vehicle from reaching the dangerous area in advance. it can.

On the other hand, in the second invention (the invention according to claim 5), the perception of the driver regarding the behavior change in the roll direction of the vehicle is perceived predictability result, risk avoidance operation propriety prediction result and Based on the risk prediction result, it is given to the driver by appropriately increasing or decreasing it, so if the vehicle is approaching the dangerous area, the driver can sense that the vehicle is approaching the dangerous area as a driving sensation. On the other hand, when there is no danger of approaching the dangerous area, it is possible to prevent unnecessary anxiety.

As described above, according to the second aspect of the invention, the driver can effectively perform the operation necessary for avoiding the vehicle from reaching the dangerous area in advance without giving the driver an uncomfortable feeling. Can be urged. And thereby, driving safety or comfortable driving performance can be ensured.

For example, as described in claim 6, it is predicted that the perceptibility propriety predicting unit predicts that the perceptibility is perceptible, the risk avoiding operation propriety predicting unit predicts that the risk avoiding operation is possible, and the risk predicting unit predicts that the risk is low. If it is given, the roll feeling is reduced to give it to the driver, so that it is possible to prevent the driver from feeling useless anxiety in a situation where there is no danger of approaching the dangerous area.

Further, as described in claim 7, it is predicted that the perceptibility predicting means predicts that the perceptibility is perceptible, the risk avoiding operation propriety predicting means predicts that the risk avoidance operation is possible, and the risk predicting means predicts that the risk level is high. When the vehicle is hit, by increasing the roll sensation to give it to the driver, it is possible to make the driver perceive earlier that the vehicle is approaching the dangerous area, so avoid reaching the dangerous area in advance. It is possible to effectively prompt the driver to perform the operation required to do so.

Further, as described in claim 8, the present invention is configured to include an automatic danger avoidance device that performs a danger avoidance operation for a future dangerous state of vehicle behavior, and the perceptibility predicting means predicts that the danger is perceivable. When the danger avoiding operation propriety predicting means predicts that the danger avoiding operation is impossible, by reducing the roll sense imparting amount and operating the automatic danger avoiding device, it is possible to prevent the driver from feeling unnecessary anxiety. Moreover, it is possible to automatically prevent the vehicle from reaching the dangerous area in advance.

In each of the above configurations, the behavior change prediction by the behavior change prediction means can be configured to be performed based on the detected value of the roll angular velocity, for example, as described in claim 9.

The method of predicting the permissibility of the perceptibility by the perceptibility predicting means is not limited to a specific method,
In general, as a human perception mechanism, a perception threshold value exists for a behavior change of a vehicle, and a human being does not react with a behavior change below that, as described in claim 10, the perception possibility is set. It is preferred that the prediction be based on a predetermined roll perception threshold.

In this case, there is an individual difference in the perceptual threshold value, and there is a reaction delay time for cognition as a human perceptual mechanism, and there is also an individual difference in this reaction delay time, which causes a change in vehicle behavior. There is a fact that the speed of perception differs depending on whether it is large or small. Therefore, as described in claim 11, it is preferable to set the roll perception threshold to a value unique to the driver.

Although the perceptual threshold value may be fixed by using a simulator such as a driving simulator, the roll perceptual threshold value may be set to the steering angle, the yaw rate, the roll angle as described in claim 12. Alternatively, the identification may be performed based on the detected values of the roll angular velocity and the forward deviation angle.

Further, the method of predicting the risk by the risk predicting means is not limited to a specific method, and for example, as described in claim 13, it is performed based on the detected value of the lateral acceleration of the vehicle. Alternatively, as described in claim 14, environmental conditions including cross wind may be taken into consideration, or, as described in claim 15, based on the detected values of cross wind and yaw rate. It may be performed, or as described in claim 16, may be performed according to the steering situation. When the risk degree is predicted according to the steering situation, it is preferable that the risk degree is predicted separately for each of acceleration, deceleration, and steady running as described in claim 17.

The roll sensation imparting means may increase or decrease the sensation that the driver receives in response to a behavior change in the rolling direction of the vehicle, and may impart the sensation to the driver if The application method is not particularly limited, and for example, as described in claim 18, a head-up display may be used to visually provide a roll sensation, or claim 19 is described. Driving the driver's seat, or
No. 0, the roll stiffness of the suspension is changed, the geometry of the suspension is changed as described in claim 21, or the stiffness of the stabilizer is changed as described in claim 22, You may make it give a roll sense.

Further, as a concrete configuration of the risk avoidance operation propriety predicting means, for example, as described in claim 23, the danger avoidance operation propriety can be determined by a simulation using a driver's steering model and a vehicle kinematics model. It can be configured to make a prediction.

[0030]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a block diagram showing a roll sensation control device according to this embodiment.

The roll sensation control device 10 includes a driver characteristic value storage means 12, a vehicle state detection means 14, an environmental state detection means 16, a behavior change prediction means 18, a perceptibility prediction prediction means 20, and a risk level. Prediction means 22 and control means 24
And a roll sensation imparting means 26.

The driver characteristic value storage means 12 stores the driver's roll perception threshold value (minimum roll angle change amount at which the driver can perceive the behavior change in the roll direction of the vehicle) and the operation reaction time (the corresponding value). Characteristic values such as the time required from the driver's perception of the roll behavior change to the driver's operation) are stored.

The vehicle state detecting means 14 is adapted to detect various state quantities (including operation amounts) relating to the vehicle state. That is, the suspension operating position, the accelerator / brake pedal position, the vehicle center of gravity position (including the load amount for calculating the vehicle center of gravity position, the number of passengers, the riding position, etc.), the steering wheel angle (steering angle), the steering wheel angular velocity, the vehicle speed,
The yaw rate, roll angle, roll angular velocity, lateral acceleration (lateral G), etc. are detected.

The environmental condition detecting means 16 is adapted to detect a state quantity relating to the traveling environment of the vehicle. That is, the road condition (whether it is a bad road, road friction coefficient μ, uphill / downhill (front and rear inclination angle), cant (left and right inclination angle), etc.), cross wind strength, presence of front obstacles, etc. can be detected. ing.

The behavior change predicting means 18 is based on the detection value (detection value of the roll angular velocity in this embodiment) input from the vehicle state detecting means 14 after a predetermined time (for example, 1 second after the present time). The behavior change (roll angle change amount) of the vehicle in the roll direction is predicted.

The perceptibility predicting means 20 predicts whether or not the driver can perceive the behavior change predicted by the behavior change predicting means 18 after the predetermined time. In this perceptibility prediction, the predicted behavior change amount is compared with the roll sense threshold value of the driver stored in the driver characteristic value storage means 12, and the behavior change amount exceeds the roll perception threshold value. If it is, it will be perceptible, otherwise it will be imperceptible.

The risk predicting means 22 determines the risk of vehicle behavior in the future (for example, one second or more after the present time) based on the detection values input from the vehicle condition detecting means 14 and the environmental condition detecting means 16. It is supposed to predict. In the present embodiment, for the risk degree prediction, one of risk prediction and risk prediction is selected.

The roll sensation imparting means 26 imparts to the driver an increase or a decrease in the sensation that the driver receives with respect to a behavior change in the rolling direction of the vehicle.
The roll sensation imparting means 26 is controlled by the control means 24. That is, the control unit 24 is configured to increase or decrease the amount of roll sensation imparted by the roll sensation imparting unit 26 based on the prediction results of the perceptibility predicting unit 20 and the risk degree predicting unit 22.

FIG. 2 is a flow chart showing the contents of roll sensation control in the roll sensation control device 10.

First, the driver characteristic value is read in step S1, and the vehicle state (including the manipulated variable) and the environmental state are detected in step S2. Then, in step S3, it is predicted whether or not there is a behavior change in the roll direction of the vehicle after the predetermined time, and if no behavior change is predicted, there is no particular problem, so no control is performed (the increase / decrease of roll sense is performed Absent). On the other hand, if the behavior change is predicted, it is predicted in step S4 whether or not the driver can perceive the change. If it is predicted to be imperceptible, the risk of future vehicle behavior is predicted in step S5.

As a result, if danger is predicted, step S
At 6, the roll feeling is increased. This allows the driver to quickly perceive that the vehicle is approaching the danger zone,
Effectively encourage the driver to take the necessary actions to avoid reaching the danger zone in advance. On the other hand, if the danger is not predicted, there is no particular problem even if the operation is continued as it is, so no control is performed. If it is predicted in step S4 that it is perceptible, the risk of future vehicle behavior is predicted in step S7.

As a result, if danger is predicted, step S
In order to increase the sense of roll, the driver is made to feel that the vehicle is approaching the dangerous area, and the driver is required to perform the operation necessary to avoid reaching the dangerous area in advance. Encourage effectively. However, if the behavior change can be perceived, the driver is expected to perform the operation necessary to avoid reaching the dangerous area based on this perception, so do not perform any control. May be. On the other hand, if the danger is not predicted in step S7, step S
At 9, control is performed to reduce the roll sensation. As a result, it is possible to prevent the driver from feeling anxious when there is no danger of approaching the dangerous area.

FIG. 3 is a diagram showing a specific example of the roll sensation imparting means 26. By changing the roll rigidity of the suspension in the active suspension,
The means for giving a roll sensation to the body is shown.

The roll sensation imparting means includes a hydraulic actuator 36 disposed between the vehicle body (on the spring) 32 and the suspension lower arm (under the spring) 34 in each suspension section, and a hydraulic power source 38 for driving the hydraulic actuator 36. And an accumulator 40, a control valve 42 for adjusting the amount of hydraulic pressure, and a control means 24 for issuing a control command to the control valve 42.
It consists of and.

The roll feeling is increased / decreased by operating the actuator 36 provided in each suspension section to change each suspension stroke. That is, since the active suspension can variably control the roll rigidity, when performing roll sensation increase control, it is sufficient to perform control to contract the stroke of the actuator on the outside of the turning and extend the inside stroke to reduce the roll rigidity. . Further, when performing the roll sensation reduction control, the stroke of the actuator outside the turning may be extended and the stroke inside may be contracted to increase the roll rigidity.

FIG. 4 is a time chart showing an example of roll sensation control using the roll sensation imparting means in the active suspension.

As shown in the drawing, the lateral G of the vehicle gradually increases while the vehicle is turning with an increase in the depression amount of the accelerator pedal.
At a certain timing A, if it is left as it is, the vehicle behavior (horizontal D) is predicted to reach the dangerous area in the near future (timing D) and the driver cannot perceive a roll change after a predetermined time (timing B). When the roll change is predicted to be less than or equal to the roll perception threshold Δφ, the left and right strokes of the actuator 32 are changed to perform the sense increasing control. As shown in FIG. 5, normally, the lateral G and the roll angle are in a proportional relationship, but by performing the above-described sense increasing control, the roll angle increase amount with respect to the lateral G increase amount is indicated by the broken line in the drawing. growing.

By the sensation-increasing control, the driver is made to perceive the roll change after the predetermined time (timing B), and the driver is made to perform the danger avoiding operation based on this perception. This danger avoiding operation is specifically an operation of loosening the depression of the accelerator pedal (that is, an operation of changing the throttle opening from an increase to a decrease), and the operation start timing C is the driver from the above perception to the operation start. Let Tφ be the operation reaction time of
It will be φ time later.

Along with the accelerator depression amount reducing operation, the vehicle lateral G is reduced, which prevents the vehicle behavior from reaching the dangerous area in advance. The actuator 3
With respect to the left and right stroke changes as well, since the role thereof (the role of making the driver perceive the roll change) has already been fulfilled, control is performed so as to reduce the left and right stroke difference with the start of the accelerator depression amount reduction operation. .

There are individual differences in the driver characteristic values (roll perception threshold Δφ and operation reaction time Tφ) used in the roll sense control. Therefore, next, a means for measuring the driver characteristic value as a value peculiar to the driver will be described.

(A) Driver Characteristic Value Measuring Means Using Driving Simulator The driver characteristic value can be measured using a driving simulator (see FIG. 6). That is, as shown in FIG. 7, driving at various constant roll angular velocities
When the passenger of the driving simulator is able to perceive the behavior change, he / she presses the switch at hand to measure the response time. There is the following relationship between the roll perception threshold Δφ and the response time t.

T = (Δφ / p) + Tφ (1) where p is the roll angular velocity and Tφ is the operation reaction time.

The results thus obtained are processed as shown in FIG. 8, and the roll perception threshold Δφ and the operation reaction time Tφ in the above equation can be identified by the least squares method.

Further, the relational expression between the roll perception threshold Δφ and the response time t when the change is given at a constant roll angular acceleration is as follows.

T = (2Δφ / p ′) ^1/2 + Tφ (2) where p ′ is the roll angular acceleration.

At this time, when there is a perceptual threshold value for the roll angular velocity, the relational expression between the perceptual threshold value Δp and the operation reaction time Tp is t = (Δp / p ′) + Tp (3) Becomes

(B) Vehicle-Mounted Driver Characteristic Value Measuring Means FIG. 9 is a block diagram showing a specific example of the driver characteristic value measuring means 50 for measuring the driver characteristic value during the actual vehicle operation.

The driver characteristic value measuring means 50 outputs the outputs from the steering wheel angle sensor 52, the roll angle sensor 54, the roll angular velocity sensor 56, the yaw rate sensor 58, the front deviation angle sensor 60, and these sensors. Differentiators 62A to 62E for differentiating, and comparators 64A to 64E for comparing the magnitude of the output from each of the differentiators with respect to a predetermined value,
AND circuits 66, 68, 70 for processing the outputs from these comparators, and for measuring response times t '(t in the above equation (1)) and t "(t in the above equation (3)). An operation for identifying the perceptual threshold value Δφ and the operation reaction time Tφ by the first and second timers 72, 74 of the above, the response times t ′, t ″, the differential value dφ of the roll angle and the differential value dp of the roll angular velocity. And a section 76.

The operation of the driver characteristic value measuring means 50 will be briefly described. First, since it is a condition that the steering wheel is not operated due to a change in the yaw rate or a change in the forward deviation angle, the yaw rate differentiator 62D is used. And the output from the forward deviation angle differentiator 62E are below a predetermined value, that is, when the output of the AND circuit 66 is ON and the output from the roll angle differentiator 62B is larger than the predetermined value. If the roll angle changes when you take AN, AN
The output of the D circuit 70 is turned on, and the counter of the first timer 72 starts. On the other hand, when the output from the differentiator 62A for the steering wheel angle takes a value larger than a predetermined value, the response time is measured by the first timer 72 as the steering wheel operation for the change in the roll angle is taken. The response time t ′ and the differential value dφ of the roll angle are recorded.

Similarly, when the output of the AND circuit 66 is ON and when the output from the roll angular velocity differentiator 62C has a value larger than a predetermined value, it is determined that the roll angular velocity has changed and the output of the AND circuit 68 has changed. Turns on, and the counter of the second timer 74 starts. On the other hand, when the output from the steering wheel differentiator 62A takes a value larger than a predetermined value, the second timer 74 measures the response time to the change in the roll angular velocity, assuming that the steering wheel has been operated in response to the change in the roll angle. The response time t ″ at that time and the differential value dp of the roll angular velocity are recorded.

With the data thus accumulated,
Perceptual threshold Δφ for roll angle and operation reaction time Tφ
Also, the perceptual threshold value Δp for the roll angular velocity and the operation reaction time Tp are identified by the least square method or the like.

Here, the forward deviation angle is an angle formed by the direction of the vehicle and the driver's gazing point, and for example, the position of the driver's eyes photographed by a video camera is measured by image processing. You can The lateral G may be measured by an accelerometer, and the steering wheel angle may be measured by appropriately using a potentiometer, an encoder or the like that can measure the angle. The yaw rate and roll angular velocity can be measured using various sensors such as a gyro type, an optical type and an electric type.

FIG. 10 shows the driver characteristic value measuring means 50.
7 is a flowchart illustrating the above operation of FIG.

First, in step S1, the roll angle differential value d
φ, differential value of roll angular velocity dp, differential value of yaw rate d
r, the differential value dψ of the forward deviation angle is input, and it is determined in step S2 whether or not | dr | <dr ₁ and | dψ | <dψ ₁ hold. If this is the case, step S3
Determines whether or not | dp |> dp ₁ . ｜ dp ｜> dp
If it is ₁ , the counter T ₂ of the second timer 74 is reset to zero in step S4, the differential value dδH of the steering wheel angle is input in step S6, and | dδH |> in step S7.
In step S5, the counter T ₂ is incremented to measure the response time t ″ until dδH ₁ is reached (that is, until the steering wheel is operated). Then, in step S13, the response time t ″ and the roll at that time are measured. The differential value dp of the angular velocity is accumulated, and the above operation is repeated until the measurement time ends (step S14).

[0066] Further, in step S3 | dp |> dp ₁ Otherwise, in step S8 | dφ |> dφ ₁ It is determined whether or not, | d.phi |> If d.phi _1, the first timer 72 in step S9 And the response time t'is measured until the steering wheel is operated in the same manner as above (steps S10, S).
11, S12). Then, in step S13, this response time t'and the differential value dφ of the roll angle at that time (equivalent to p)
Is accumulated and the above operation is repeated until the measurement time ends (step S14).

After the above measurement is completed, in step S15, from the response time t'and the differential value dφ of the roll angle, the above (1) is calculated.
Roll perceptual threshold Δφ by the method of least squares based on the formula
And the operation reaction time Tφ are identified, and the roll perception threshold Δp and the operation reaction time Tφ are identified from the response time t ″ and the differential value dp of the roll angular velocity by the least squares method based on the above equation (3). To do.

Next, the roll feel imparting means that can be employed in the roll feel control will be described.

In this embodiment, the roll sensation is provided by variably controlling the roll rigidity of the active suspension (see FIG. 3), but the means for increasing or decreasing the roll sensation is roughly divided into the visual senses. There are two methods of using information to give a pseudo roll feeling, and two methods of giving a roll feeling information by using bodily feeling information by a seat method or a suspension method. These will be described below.

(A) Roll sensation imparting means using head-up display This roll sensation imparting means, as shown in FIG. 11, serves as a head-up display on the windshield 82 and serves as a boundary between a horizontal line or a semitransparent surface. Area 84
By presenting and rotating it in the roll direction,
It is a means for imparting a roll sensation. The roll sensation increase control is performed by rotating the roll sensation in a direction in which the relative angle to the horizontal line increases, and the roll sensation reduction control is performed in a direction in which the relative angle decreases.

(B) Roll Sense Providing Means Utilizing Sheet As shown in FIG. 12 or 13, the roll sensation imparting means comprises a sheet 86 and an actuator 88 or 90L, 90R for swinging the sheet 86 in the roll rotation direction. Therefore, the rolling sensation is given only to the driver without affecting the behavior of the vehicle. If the roll is rotated in the forward direction with respect to the vehicle behavior, the roll sense increase control is performed, and if it is rotated in the reverse direction, the roll sense decrease control is performed.

(C) Roll sensation imparting means by suspension system In addition to the roll sensation imparting means using the active suspension described above, roll sensation imparting means as shown in FIGS. 14 and 15 or 16 can be adopted.

That is, the roll sensation imparting means shown in FIG. 14 variably controls the roll rigidity by changing the suspension geometry to impart the roll sensation. That is, in the case of the wishbone type suspension as shown in the figure, the lower arm 92 is left as it is, and the upper arm 94 can be moved in the vehicle lateral direction by electric actuators 96 and 98 at both the vehicle body side connecting point and the wheel side connecting point. 96,
By 98, the upper arms 94 are respectively moved in the lateral direction of the vehicle body to control the roll rigidity. The actuators 96 and 98 are connected to a power source 100, and the drive is controlled by the control means 24.

In this roll sensation imparting means, as shown in FIG.
As shown in FIG. 5, if the left and right upper arms 94 are respectively moved outward in the lateral direction of the vehicle body, the roll center becomes higher (the center of gravity of the vehicle body and the roll center position approach each other), and the roll angle of the vehicle body with respect to the lateral G becomes smaller. , The roll rigidity is increased, and the roll feel reduction control is performed. On the other hand, when the left and right upper arms 94 are respectively moved inward in the lateral direction of the vehicle body, the roll center is lowered and the roll angle of the vehicle body with respect to the lateral G is increased, so that the roll rigidity is reduced and the roll feeling increase control is performed.

Further, the roll sensation imparting means shown in FIG. 16 variably controls the roll rigidity by using a variable stabilizer to impart the roll sensation by increasing or decreasing. That is, a variable stabilizer 104 that includes a hydraulic clutch 102, whose rigidity can be changed by controlling the hydraulic clutch 102, a control valve 106 that adjusts the hydraulic pressure supplied to the hydraulic clutch 102, a hydraulic source 108 and an accumulator 110, And a control means 24 for controlling the control valve 106.

In this roll sensation imparting means, the stiffness of the variable stabilizer 104 is changed to change the roll stiffness of the vehicle body, so that the roll sensation can be imparted by changing the roll angle. That is, the variable stabilizer 1
If the rigidity of 04 is reduced, the rigidity of the roll is also reduced and the roll feeling increase control is performed. On the other hand, if the rigidity of the variable stabilizer 104 is increased, the roll rigidity is increased and the roll feeling reduction control is performed.

As described above in detail, in the present embodiment, the driver's sense of the behavior change in the roll direction of the vehicle is appropriately increased or decreased based on the perceptibility prediction result and the risk degree prediction result. Since it is given to the driver, when the vehicle is approaching the dangerous area, the driver feels that the vehicle is approaching the dangerous area as a driving feeling, but there is no danger of approaching the dangerous area. In this case, it is possible to prevent unnecessary feeling of anxiety.

As described above, according to this embodiment, the driver can be effectively urged to perform the operation necessary to avoid the vehicle from reaching the dangerous area in advance without giving the driver an uncomfortable feeling. You can And thereby, driving safety or comfortable driving performance can be ensured.

In this embodiment, for simplification of description,
As the above-mentioned risk prediction, one of risk prediction and risk prediction is selected. However, as shown in Table 1, it is input from the vehicle state detection means 14 and the environmental state detection means 16. Depending on various detected values (course condition such as straight line and curve, road surface condition, action state of disturbance such as cross wind, vehicle speed, vehicle characteristics, driver's operation contents, etc.), the risk level is predicted in three levels: large, medium and small. At the same time, the behavior change in the roll direction of the vehicle (roll angle change) may be divided into cases, and the roll feel imparting control may be finely performed based on the result.

[0080]

[Table 1]

Further, the roll sensation imparting control may be performed according to the flowcharts shown in FIGS.

In this flowchart, first, as shown in FIG. 17, the driver's roll perception threshold Δφ is set in step S1. Then, in step S2, the steering wheel angle δH is input, and in step S3 | δH | ≧ δH
_{If 0} (δH ₀ : set value), it is determined that the vehicle is traveling on a curve, and processing for traveling on a curve is performed (step S4). It should be noted that also in this curve traveling process, the same steps as those in the case of the straight traveling process described below are performed.

If the line is judged to be a straight line in step S3,
The road surface μ is detected in step S5, the height of the road surface μ is determined in step S6, and when it is determined that the road surface μ is not high μ, low μ
Processing is performed (step S7). Even in this low μ process, the same steps as those in the high μ process described below are performed.

When it is determined that the value of μ is high in step S6,
Cross wind V _W is detected in step S8, and | V is detected in step S9.
_{If W} | ≧ V _W1 (V _W1 : set value), it is determined that there is a side wind, and the side wind process E (flow in FIG. 18) is performed.

If it is not determined in step S9 that there is a crosswind, the steering wheel angle δH, the steering wheel angular velocity dδH, the vehicle speed V, the longitudinal acceleration ax, and the roll angle φ are input in step S10. Then, if ax ≧ ax1 (ax1: positive set value), it is determined that the vehicle is accelerating, if ax ≦ ax2 (ax2: negative set value), the vehicle is decelerating. S11, S12), and in each case, the steered steering judgment value dδH ₁ for the perceptual threshold Δφ is calculated (steps S13, S14, S15). In addition,
The sudden steering determination value dδH ₁ is set as a function that also depends on the vehicle speed V as shown.

Further, in step S16, if the absolute value of the steering wheel angular velocity | dδH | is smaller than the sudden steering determination value dδH ₁ , it is determined that the steering is slow steering and the reduction imparting control is performed (step S17). The determination is made and the increase imparting control is performed (step S18). Then, the process returns to step S2, the steering wheel angle δH is input again, and the series of procedures described above is repeated.

As shown in FIG. 18, the crosswind process E when it is determined in step S9 that there is crosswind is step S19.
After the timer counter is reset to zero and started by, the yaw rate r, the roll angle φ, and the roll angular velocity dφ are input (step S20).

Next, in step S21, the perceptual threshold value Δφ
The roll sudden change judgment value dφ ₁ is calculated from the table based on Then, the yaw rate r and the risk determination yaw rate value r ₀ are compared, and when the absolute value of the yaw rate r is smaller than the risk determination yaw rate value r 0, it is predicted that the risk is low, and when it is large, the risk is predicted to be high (step S22). In addition, instead of performing the risk prediction using the yaw rate in this way,
Alternatively, the lateral G may be used as in the above embodiment.

When the degree of risk is low, the roll angular velocity dφ is compared with the roll sudden change determination value dφ ₁ in step S23, and the absolute value of the roll angular velocity dφ is determined as the roll sudden change determination value d.
When it is smaller than φ _1, control is not performed (step S2
4) If it is larger, roll sensation reduction control is performed (step S25).

Similarly, when the degree of risk is high, the roll angular velocity dφ and the roll rapid change determination value dφ ₁ are similarly compared (step S26), and the absolute value of the roll angular velocity dφ is smaller than the roll rapid change determination value dφ _1. When it is larger, roll sense increase control is performed (step S27), and when it is larger, control is not performed (step S28).

This cross wind processing E is performed until 3 seconds have elapsed from the start of the timer counter (steps S29 and S3).
0) After a lapse of 3 seconds, the process returns to step S2 of FIG. 17 to repeat a series of procedures for inputting the steering wheel angle δH again.

Next, a second embodiment of the present invention will be described.

FIG. 19 is a block diagram showing a roll sensation control device according to this embodiment.

The roll sensation control device 10 'is different from the structure of the first embodiment in that the risk avoidability predicting means 12 is further provided.
8 and an automatic danger avoidance device 130 are provided, which is the same as the configuration of the first embodiment.

The risk avoidance propriety predicting means 128 is a means for predicting whether the driver can perform a risk avoiding operation with respect to a future dangerous state of vehicle behavior. It is a device that avoids danger. Before describing these specific configurations, the content of roll sensation control in the roll sensation control device 10 'of the present embodiment will be described based on the flowchart shown in FIG.

First, in step S1, the driver characteristic value is read, and in step S2, the vehicle state (including the operation amount) and the environmental state are detected. Then, in step S3, it is predicted whether or not there is a behavior change in the roll direction of the vehicle after a predetermined time, and if no behavior change is predicted, there is no particular problem, so no control is performed (the increase / decrease of roll sensation is not given. ).
On the other hand, if the behavior change is predicted, it is predicted in step S4 whether or not the driver can perceive the change. If it is predicted that it is imperceptible, the presence / absence of danger of vehicle behavior in the future is further predicted in step S5.

As a result, if it is predicted that there is danger, the roll feeling is increased in step S6. As a result, the driver is caused to perceive early that the vehicle is approaching the dangerous area, and the driver is effectively urged to perform an operation necessary to avoid reaching the dangerous area in advance. On the other hand, if the danger is not predicted, there is no particular problem even if the operation is continued as it is, so no control is performed.

If it is predicted in step S4 that it is perceptible, it is further predicted in step S7 whether or not the driver can perform a risk avoidance operation for a future dangerous state of vehicle behavior. As a result, if it is predicted that the risk avoidance operation is possible, it is predicted in step S8 whether or not there is a danger of vehicle behavior in the future, and if danger is predicted, it is further predicted in step S9 whether or not the danger is high in risk. .

As a result, if it is predicted that the danger level is high, the control for increasing the roll sensation is performed in step S10, whereby the driver is strongly made aware that the vehicle is approaching the danger level, and the danger level is reached. The driver is effectively urged to perform the operation required to avoid the accident. On the other hand, if it is not predicted that the danger is large, there is no particular problem even if the operation is continued, and no control is performed.

If it is predicted that there is no danger in step S8, control is performed to reduce the roll sensation in step S11. As a result, it is possible to prevent the driver from feeling anxious when there is no danger of approaching the dangerous area.

Even when it is predicted in step S7 that the danger avoidance operation is impossible, control for reducing the roll sensation is performed in step S12. This does not make much sense to urge the driver to perform the risk avoidance operation when the danger avoidance operation is impossible, so rather, the roll feeling is reduced in order to prevent the driver from feeling unnecessary anxiety. It is to be given. Then, along with the reduction of the roll sensation, the automatic danger avoidance device 130 is operated in step S13 to perform the control for avoiding the danger by the automatic control.

Next, a concrete configuration example of the danger avoidance possibility predicting means 128 will be described.

First, the steering wheel operation of the driver is represented by a control engineering model as shown in FIG. That is, the front deviation angle, yaw rate, roll angle, roll angular velocity, and lateral G are input as information from the vehicle. In this model, after preprocessing is performed for each input (A), the signal is cut at the perceptual threshold for sensing the state quantity of each vehicle (B). Then, the signals are transmitted after a lapse of a predetermined operation reaction time (C), and the gain of the signals is adjusted by the transmission gain as a judgment characteristic for each signal (D). Finally, the steering wheel is operated by an operation system with a first-order delay (E). Each characteristic value is measured in advance. For example, the roll perception threshold and the operation reaction time can be measured by the response time measurement described in the first embodiment.

If a simulation is performed using this driver model and the driving dynamics model of the vehicle, it is possible to predict and determine whether the driver can avoid the danger after a predetermined time. FIG. 22 shows the flowchart.

First, in step S1, the vehicle specifications are input,
Next, in step S2, driver characteristic values such as a driver's perceptual threshold value and operation reaction time are input. In step S3, when there is a command requesting the risk avoidance prediction based on the condition of the roll feeling control, in step S4, the vehicle state (vehicle speed,
Longitudinal acceleration, lateral acceleration, yaw rate, roll angular velocity, etc.)
Then, the operation amount (steering wheel angle, steering wheel angular velocity, etc.) is measured, the initial value of the simulation is set in step S5, and the simulation is performed up to a predetermined time later.
Then, in step S6, it is judged from the simulation result whether or not the danger can be avoided based on the steering wheel operation, the course deviation amount, the vehicle speed, etc., and the prediction result of the risk avoidance is output.

Next, a specific configuration example of the automatic danger avoidance device 130 will be described.

As means for realizing the automatic control by the automatic danger avoidance device, there is a method of automatically following the course by indexing the traveling course using image processing and controlling the actuator for controlling the steering.
At this time, following the course can also be realized by using the above driver model. That is, by inputting the characteristic value of a skilled driver or a professional driver into the driver model, it is possible to safely avoid this by a high degree of automatic piloting even in a situation where a normal driver cannot avoid the danger.

[Brief description of drawings]

FIG. 1 is a block diagram showing a first embodiment of a roll sensation control device according to the present invention.

FIG. 2 is a flowchart showing the contents of roll sensation control of the first embodiment.

FIG. 3 is a diagram showing a specific example of roll sensation imparting means of the first embodiment.

FIG. 4 is a time chart showing the operation of the first embodiment.

FIG. 5 is a graph showing the operation of the first embodiment.

FIG. 6 is a block diagram showing a driver characteristic value measuring means using a driving simulator in the first embodiment.

7 and 8 are graphs showing the operation of the driver characteristic value measuring means using the driving simulator.

FIG. 9 is a block diagram showing vehicle-mounted driver characteristic value measuring means in the first embodiment.

FIG. 10 is a flowchart showing the operation of the vehicle-mounted driver characteristic value measuring means.

FIG. 11 is a diagram showing a roll sensation imparting means using a head-up display as seen from the vehicle interior in the first embodiment.

FIG. 12 is a diagram showing an example of a roll sensation imparting means using a sheet in the first embodiment.

FIG. 13 is a diagram showing another example of a roll sensation providing means using a sheet in the first embodiment.

14 and 15 are views showing roll sensation imparting means utilizing suspension geometry in the first embodiment.

FIG. 16 is a diagram showing a roll sensation providing means using a variable stabilizer in the first embodiment.

17 and 18 are flow charts showing the contents of the roll sensation control of the modification of the first embodiment.

FIG. 19 is a block diagram showing a second embodiment of the roll sensation control device according to the present invention.

FIG. 20 is a flowchart showing the contents of roll sensation control of the second embodiment.

FIG. 21 is a block diagram showing a driver model in the second embodiment.

FIG. 22 is a flow chart showing the procedure for predicting whether or not to avoid danger according to the second embodiment.

[Explanation of symbols]

 10, 10 'Roll sensation control device 12 Driver characteristic value storage means 14 Vehicle state detection means 16 Environmental state detection means 18 Behavior change prediction means 20 Perception availability prediction means 22 Danger degree prediction means 24 Control means 26 Roll sensation imparting means 50 Driving Person characteristic value measuring means 128 danger avoidance propriety predicting means 130 automatic danger avoidance device

Claims (23)

[Claims] 1. A behavior change predicting means for predicting a behavior change in a rolling direction of a vehicle after a predetermined time, and a perception possibility prediction for predicting whether or not the predicted behavior change can be perceived by a driver after the predetermined time. Means, a risk predicting means for predicting the degree of danger of the vehicle behavior in the future, and a roll sensation imparting means for imparting to the driver by increasing or decreasing the sensation that the driver receives with respect to the behavior change in the roll direction of the vehicle. A roll sensation control device comprising: a control unit configured to increase / decrease a roll sensation imparting amount by the roll sensation imparting unit based on prediction results of the perceptibility propriety predicting unit and the risk degree predicting unit. . 2. The control means is configured to increase the roll sensation imparting amount when the perceptibility predicting means predicts imperceptibility and the risk predicting means predicts high risk. The roll sensation control device according to claim 1, wherein: 3. The control means is configured to decrease the roll sensation imparting amount when the perceptibility predicting means predicts that it is perceptible and the risk predicting means predicts that the risk is low. The roll sensation control device according to claim 1, wherein: 4. The control means is configured to increase the roll sensation imparting amount when the perceptibility predicting means predicts that it is perceivable and the risk predicting means predicts that the risk level is high. The roll sensation control device according to claim 1, wherein: 5. A behavior change predicting means for predicting a behavior change of a vehicle in a roll direction after a predetermined time, and a perceptibility prediction for predicting whether or not the predicted behavior change can be perceived by a driver after the predetermined time. Means, a risk avoidance operation availability prediction means for predicting whether or not the driver can perform a risk avoidance operation for a future dangerous state of vehicle behavior, and a risk degree prediction means for predicting the risk degree of vehicle behavior in the future. , A roll sensation imparting means for imparting to the driver by increasing or decreasing the sensation that the driver receives in response to behavior changes in the roll direction of the vehicle; A roll feeling based on a prediction result of the prediction means, and a control means for increasing / decreasing a roll feeling imparting amount by the roll feeling imparting means. The control device. 6. The control means is predicted to be perceptible by the perceptibility predicting means, is predicted to be risk avoiding operation possible to the risk avoidance operation propriety prediction means, and is predicted to be low risk to the risk predicting means. The roll sensation control device according to claim 5, wherein the roll sensation control device is configured to reduce the amount of the roll sensation applied when the roll sensation is applied. 7. The control means is predicted to be perceptible by the perceptibility propriety prediction means, is predicted to be risk avoidance operation possible by the risk avoidance operation propriety prediction means, and is predicted to be high risk level by the risk predicting means. The roll sensation control device according to claim 5, wherein the roll sensation control device is configured to increase the roll sensation application amount when the roll sensation is applied. 8. An automatic danger avoidance device for performing a danger avoidance operation for a future dangerous state of vehicle behavior, wherein the roll control means is predicted to be perceptible by the perceptibility predicting means and the risk avoidance is performed. The roll according to claim 5, wherein when the operation propriety predicting unit predicts that the danger avoidance operation cannot be performed, the roll sense imparting amount is reduced and the automatic danger avoidance device is operated. Sensory control device. 9. The roll sensation control according to claim 1, wherein the behavior change prediction by the behavior change prediction means is configured to be performed based on a detected value of the roll angular velocity. apparatus. 10. The perceptability prediction by the perceptibility prediction means is configured to be performed based on a predetermined roll perception threshold value.
The roll feeling control device according to any one of the above. 11. The roll perception threshold is set to a driver-specific value.
The roll sensation control device described. 12. The roll perception threshold is a steering angle,
The roll angle, the roll angular velocity, the yaw rate and the forward deviation angle are configured to be identified based on the detected values,
The roll sensation control device according to claim 10 or 11, characterized in that. 13. The roll sensation according to claim 1, wherein the risk prediction by the risk predicting unit is configured to be performed based on a detected value of vehicle lateral acceleration. Control device. 14. The roll sensation according to claim 1, wherein the risk prediction by the risk predicting unit is configured to be performed in consideration of an environmental condition including cross wind. Control device. 15. The risk prediction by the risk predicting means is configured to be performed based on the detected values of the crosswind and the yaw rate.
2. The roll sensation control device according to any one of 2. 16. The risk prediction by the risk predicting means is configured to be performed according to a steering situation.
The roll sensation control device according to claim 1, wherein the roll sensation control device is a roll sensation control device. 17. The risk prediction according to the steering situation,
The roll sensation control device according to claim 16, wherein the roll sensation control device is configured to be divided into two cases, that is, acceleration traveling, deceleration traveling, and steady traveling. 18. The roll sensation imparting means is configured to visually impart a sensation of roll by using a head-up display.
17. The roll feeling control device according to any one of 17 above. 19. The roll according to claim 1, wherein the roll sensation imparting means is configured to drive a driver's seat to impart a sensation of roll sensation. Sensory control device. 20. The roll according to claim 1, wherein the roll sensation imparting unit is configured to impart a sensation of roll sensation by changing the roll rigidity of the suspension. Sensory control device. 21. The roll sensation according to claim 1, wherein the roll sensation imparting means is configured to impart a sensation of roll sensation by changing the geometry of the suspension. Control device. 22. The roll sensation imparting means is configured to change the rigidity of the stabilizer to impart a sensation of roll sensation.
7. The roll sensation control device according to any one of 7. 23. The danger avoidance operation propriety predicting means is configured to predict the danger avoidance operation propriety by a simulation using a driver's steering model and a vehicle kinematics model. Claims 5 to 2
2. The roll sensation control device according to any one of 2.