JPH0840295A - Vehicle behavior sensing control device - Google Patents

Abstract

PURPOSE:To effectively urge the driver to carry out necessary manipulation for preventing a variation in behavior from reaching a dangerous range without giving useless uneasy feeling to the driver, by controlling the degree of a behavior sense application value for the driver in accordance with a prediction result of decision of perception or a prediction result of danger. CONSTITUTION:A means 18 predicts a variation in the crosswise behavior of a vehicle in accordance with a detection value of crosswise acceleration after a predetermined time elapses. Further, a means 20 predicts whether the drive can perceive thus predicted variation in behavior or not. A means 22 predicts a danger in vehicle behavior in future. Meanwhile, a means 26 increases or decreases a feeling sensed by the driver in accordance with a variation in behavior, gives the same to the driver. Further, a means 24 controls the degree of a behavior sense application value given by means 26 in accordance with a prediction result of decision of the perception or a prediction result of danger. With this arrangement, it is possible to urge the driver to carry out a manipulation necessary for preventing the variation in behavior from reaching a dangerous range.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle behavior sensation control device for increasing / decreasing a driver's sense of lateral behavior change 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.

By the way, as one of the situations where the vehicle is approaching the dangerous area, there is a situation in which the vehicle is greatly disturbed in the lateral direction due to a disturbance such as a side wind during high speed straight running.
When such a large lateral behavior change of the vehicle occurs, the vehicle deviates from the intended traveling road, and it is desirable to be able to avoid this in advance.

[0006]

However, even if the driver is informed that the vehicle is approaching the dangerous area as in the above-described conventional technique, the driver is approaching the dangerous area. Since it cannot be expected to recognize this as a real feeling, it is not always easy to urge the driver to perform an operation necessary to avoid 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, unnecessary operation may be induced, and the driving safety may be improved. It also increases the likelihood of creating a situation that reduces sex.

The present invention has been made in view of such circumstances, and avoids the vehicle from reaching a dangerous area due to a lateral behavior change without giving a driver an uncomfortable feeling. It is an object of the present invention to provide a vehicle behavior sensation control device capable of effectively prompting a driver to perform an operation required for driving.

[0009]

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 can change the behavior in the lateral direction. 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 present invention, as described in claim 1, the lateral acceleration detecting means for detecting the lateral acceleration of the vehicle and the lateral behavior change of the vehicle after a predetermined time are used as the detected value of the lateral acceleration. Behavior change prediction means for predicting based on this, perceptibility prediction means for predicting whether or not the predicted behavior change can be perceived by the driver after the predetermined time, and risk degree for predicting the risk of vehicle behavior in the future Prediction means, behavior sensation imparting means for imparting to the driver by increasing or decreasing the sensation that the driver receives with respect to lateral behavior changes of the vehicle, and the prediction results of the perceptibility predicting means and the risk degree predicting means Based on the above, the control means for increasing / decreasing the behavior sensation imparting amount by the behavior sensation imparting means is provided.

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]

In the invention of the present application (the invention according to claim 1), the sensation of the driver with respect to the lateral behavior change of the vehicle (hereinafter referred to as "lateral behavior sensation") is perceived. Based on the availability prediction result and the risk level prediction result, the amount is appropriately increased or decreased to be given to the driver, so when the vehicle is approaching the dangerous area, it is controlled that the vehicle is approaching the dangerous area. While making the driver feel as a sensation, it is possible to prevent unnecessary anxiety when there is no danger of approaching the dangerous area.

As described above, according to the present invention, 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 uneasy feeling. it can. 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 driver cannot perceive a lateral behavior change of the vehicle after a predetermined time), and When the risk predicting means predicts that the risk is high (the risk of vehicle behavior in the future is high), the lateral behavior sensation is increased and given to the driver so that the vehicle approaches the dangerous area. Since it is possible to make the driver perceive that something is present, it is possible to effectively prompt the driver to perform an operation necessary for avoiding reaching the dangerous area in advance.

Further, as described in claim 3, when it is predicted by the perceptibility predicting means that it is perceptible and when the risk predicting means predicts that the risk is low, the driver feels that the driver feels that the driver is in the lateral direction. By giving it, it is possible to prevent the driver from feeling anxious when there is no danger of approaching the dangerous area.

The method of predicting the perceptibility of the perceptibility by the perceptibility predicting means is not limited to a specific method, but generally, as a human perceptual mechanism, a perceptual threshold value for a change in vehicle behavior exists. In view of the fact that the human does not react with the behavior change less than that, it is preferable to perform the perceptibility prediction based on a predetermined perceptual threshold value as described in claim 4.

In this case, since the perceptual threshold varies from person to person, it is preferable to set the perceptual threshold to a value peculiar to the driver as described in claim 5.

The perceptual threshold value may be identified by using a simulator such as a driving simulator. However, as described in claim 6, for example, a lateral behavior change of the vehicle and a driver for the behavior change. The perceptual threshold value may be identified based on the steering operation.

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 7, it is performed based on the detected value of the lateral acceleration of the vehicle. You can

Further, the behavior sensation imparting means is not particularly limited as long as it is capable of imparting to the driver by increasing or decreasing the lateral behavior sensation, the target sensation and its imparting method. However, for example, the driver's seat is driven in the vehicle width direction as described in claim 8, or the front wheels and the rear wheels are steered in the same phase direction as described in claim 9, so that the driver can feel the feeling. You may make it give a lateral behavior sensation.

[0022]

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 vehicle behavior sensation control apparatus according to this embodiment.

The vehicle behavior 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 means 20, and danger. Degree Prediction Means 22 and Control Means 2
4 and a behavior sensation imparting means 26.

The driver characteristic value storage means 12 stores the driver's lateral behavior perception threshold value (minimum lateral acceleration (lateral G) change amount at which the driver can perceive lateral vehicle behavior changes). Characteristic values such as the operation reaction time (the time required from the driver perceiving the lateral behavior change until the driver performs an operation for the lateral behavior change) 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, etc. are detected.

The environmental condition detecting means 16 is adapted to detect a condition 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 a detection value (detection value of lateral acceleration in this embodiment) input from the vehicle state detecting means 14 and after a predetermined time (for example, 0.5 seconds has elapsed from the present time). Later, the change in the lateral behavior of the vehicle (the amount of change in lateral acceleration) 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 prediction of perceivability, the predicted behavior change amount is compared with the perceptual threshold value (the perceptual threshold value of the driver for the lateral behavior change of the vehicle) stored in the driver characteristic value storage means 12. , If the amount of change in behavior exceeds the perceptual threshold value, it is predicted as perceptible, and if not, it is predicted as imperceptible.

The risk predicting means 22 is based on the detection values input from the vehicle state detecting means 14 and the environmental state detecting means 16 and determines the risk of vehicle behavior in the future (for example, 0.5 seconds or more after the present time). It is designed to predict the degree. In the present embodiment, for the risk degree prediction, one of risk prediction and risk prediction is selected.

The behavior sensation imparting means 26 is configured to increase or decrease the lateral behavior sensation (that is, the sensation that the driver receives with respect to the lateral behavior change of the vehicle) and impart it to the driver. The behavior sensation imparting means 26 is controlled by the control means 24. That is, the control unit 24 is configured to increase / decrease the lateral behavior sensation imparting amount by the behavior 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 diagram showing a specific example of the behavior sensation imparting means 26.

The behavior sensation imparting means 26 uses a four-wheel steering device capable of steering the front wheels independently of the steering operation of the driver, and steers the front wheels and the rear wheels in the same phase direction. By doing so, a lateral sensation of lateral behavior is imparted.

That is, the behavior sensation imparting means 26 is
A front wheel actuator 34 that steers the front wheels independently of the driver's steering operation by moving the front wheel gear box 32 left and right, a rear wheel actuator 36 that steers the rear wheels, a yaw rate, a roll angle, and a roll. A sensor unit 38 that detects an angular velocity, a lateral acceleration, and the like, a steering angle sensor 40 that detects a front wheel steering angle by a steering operation of a driver, and a detection signal from the sensor unit 38 and the steering angle sensor 40 are input, and a lateral behavior is obtained. Based on the sense increase / decrease giving control logic, both actuators 34,
36, and a control device 42 for issuing a command to 36.

Then, as shown in FIG. 3 (a), if the front and rear wheels are steered in the same phase direction so that the front wheels and the rear wheels are oriented in the forward direction with respect to the acting direction of the external force such as cross wind, the driver In addition to the lateral acceleration due to the action of the external force, the lateral acceleration due to the in-phase steering is also sensed, so that the lateral behavior sensation increase control is performed. FIG. 3 (b)
If the front and rear wheels are steered in the same phase direction so that the front wheels and the rear wheels face in opposite directions to the acting direction of the external force such as lateral wind, the lateral acceleration felt by the driver is the lateral acceleration due to the effect of the external force. From the above, the lateral acceleration due to the in-phase steering is subtracted, whereby the lateral behavior sensation reduction control is performed.

FIG. 4 is a flowchart showing the contents of the lateral behavior sensation control by the vehicle behavior 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 lateral behavior change of the vehicle after the predetermined time, and if no behavior change is predicted, there is no particular problem and no control is performed (increasing / decreasing lateral behavior sensation). Not). 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 in step S4 that it is imperceptible,
Further, in step S5, the degree of danger of vehicle behavior in the future is predicted.

As a result, if danger is predicted, step S
At 6, control is performed to increase the sense of lateral behavior. 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, step S5
If the danger is not predicted in step S7, control for reducing the lateral behavior sensation is performed in step S7. If the danger is not predicted, there is no particular problem if you continue driving as it is,
By performing the sensory reduction imparting control in this manner, it is possible to prevent the driver from feeling unnecessary anxiety in a situation where there is no danger of approaching the dangerous area.

If it is predicted in step S4 that it is perceptible, the risk of future vehicle behavior is predicted in step S8.

As a result, if danger is predicted, step S
The control to increase the sense of lateral behavior is performed in 9, so that the driver can strongly feel that the vehicle is approaching the dangerous area, and the operation necessary to avoid reaching the dangerous area in advance is driven. Effectively encourage others. However, if the behavior change can be perceived, the driver is expected to perform the operation necessary for avoiding reaching the dangerous area based on this perception beforehand. The control may not be performed. On the other hand, if danger is not predicted in step S8, control is performed to reduce the lateral behavior sensation in step S10. As a result, it is possible to prevent the driver from feeling anxious when there is no danger of approaching the dangerous area.

FIG. 5 is a time chart showing an example of the lateral behavior sensation control.

When the vehicle is subjected to a disturbance such as a side wind during high-speed straight traveling, a lateral acceleration is generated in the vehicle and the vehicle is swept in the lateral direction. However, if the lateral acceleration of the vehicle becomes too large, the lateral displacement of the vehicle causes the lateral acceleration. There will be a situation where the car will deviate from the expected driving route.

Therefore, as shown in the figure, the lateral acceleration ay of the vehicle
Is gradually increased to a predetermined set value ay ₀ , it is predicted that the vehicle behavior will reach a dangerous area in the near future. That is, the set value ay ₀ is the lateral acceleration a as it is.
If y is increased, if the steering correction operation is not performed at an appropriate time, as indicated by the broken line in the figure, the lateral acceleration becomes excessive and a large lateral displacement that deviates from the expected roadway in the near future. It is set to the minimum value of lateral acceleration that causes directional displacement in the vehicle.

In the illustrated case, at the timing A when ay = ay ₀ , the driver cannot perceive the lateral acceleration change after a predetermined time t ₁ (timing B) from the timing A (that is, the lateral acceleration change is Perceptual threshold Δa
y ₀ or less), the actuators 34, 3
6 is operated to steer the front and rear wheels in the same direction in the forward direction with respect to the acting direction of the external force, and the lateral behavior sensation increase control is performed. That is, the driver is made to feel not only the lateral acceleration due to the action of the external force but also the lateral acceleration due to the in-phase steering.
Then, by the lateral behavior sensation increase control, a lateral acceleration change exceeding the perceptual threshold value Δay ₀ is generated in a short time, whereby the driver perceives the lateral acceleration change after a predetermined time t ₁ (timing B). The driver is made to perform the danger avoidance operation based on this perception.

This danger avoiding operation is specifically a steering correcting operation in the direction opposite to the direction of the action of the external force, and the operation start timing C is the operation reaction of the driver from the above perception to the operation start. When the time is T, it means that it is T time after the timing B. Along with the steering correction operation, the lateral acceleration of the vehicle decreases, which prevents the vehicle behavior from reaching the dangerous area in advance.

If the lateral behavior sensation increase control is not performed, the driver can perceive the lateral acceleration change from timing A for a predetermined time t ₀ (as will be described later), as indicated by the broken line in the figure. , T ₀ is (Δay ₀ / d
(equal to ay)) and the start timing of the steering correction operation is T time after that. Therefore, the steering correction operation is delayed by (t ₀ −t ₁ ) time compared to the case where the above control is performed. It becomes difficult to suppress the increase of the lateral acceleration and the lateral displacement of the vehicle.

Since the in-phase steering in the forward direction is intended to make the driver perceive a change in lateral acceleration at an early stage, it is sufficient to perform it only for a moment. Further, by doing so, the lateral acceleration after making the driver perceive the lateral acceleration change can be made as small as possible, and it becomes possible to perform stable straight line running.

On the other hand, during high-speed straight running, the driver feels lateral acceleration due to the influence of ruts and small crosswinds, which are not so large disturbances, even though stable running can be maintained even without steering correction operation. May induce unnecessary steering operation. In such a case, if the lateral behavior sensation reduction control is performed so as to suppress the change in lateral acceleration to be less than or equal to the perceptual threshold value Δay ₀ , it is possible to realize comfortable high-speed traveling without extra steering operation. it can.

By the way, when avoiding a dangerous state due to a disturbance such as a side wind, it is effective to perform the increase / decrease control for the lateral behavior sensation as described above. Is because the detected value of the lateral acceleration appears earlier than the roll angular velocity, the yaw rate, and the like. This is clear from the experimental data obtained by examining the cross wind response of the actual vehicle as shown in FIG. That is, the data shown in FIG.
It is the data when a cross wind is received at a speed of 0 km / h. As is clear from this data, the lateral acceleration rises at a point earlier than the roll angular velocity and the yaw rate, and, for example, the perception of a change in the yaw rate. Considering that the threshold value is about 3 deg / s, it is very likely that the lateral acceleration is felt before the change of the yaw rate is felt.

There are individual differences in the driver characteristic values (perceptual threshold value Δay ₀ and operation reaction time T) used in the lateral behavior sensation 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 a driving simulator The driver characteristic value can be measured using a driving simulator (see FIG. 7). That is, as shown in FIG. 8, a lateral force of lateral acceleration that rises at a constant change rate is applied to the vehicle as a lateral wind, and the driver's response time t at this time (the time required until the correction steering to the lateral wind is performed)
As shown in FIG. 9, different driver response times are obtained for lateral winds having different lateral acceleration change rates.

Here, the following relationship exists between the perceptual threshold value Δay ₀ and the response time t.

T = t ₀ + T = (Δay ₀ / day) + T (1) where day is a lateral acceleration change rate (differential value).

Therefore, as shown in FIG. 10, the results obtained by the above measurement are subjected to data processing with the horizontal axis representing the reciprocal of the lateral acceleration change rate day and the vertical axis representing the response time t. It is possible to identify the perceptual threshold value Δay ₀ and the operation reaction time T in the expression (1).

In each graph of FIG. 10, various cross winds are repeatedly applied to several drivers (subjects (a) to (f)) to measure the response time, and the accumulated data is stored in the above ( It is a graph processed according to the equation (1).

(B) Vehicle-Mounted Driver Characteristic Value Measuring Means FIG. 11 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 differentiates the outputs from the yaw rate sensor 52, the roll angle sensor 54, the roll angular velocity sensor 56, the lateral acceleration sensor 58, the steering wheel angle sensor 60, and these sensors. Differentiators 62A to 62E, comparators 64A to 64E for comparing the magnitudes of the outputs from the respective differentiators with respect to a predetermined value, and an AND circuit 6 for processing the outputs from the respective comparators.
6, 68 and a timer 70 for measuring the response time t
And a calculation unit 72 for identifying the perceptual threshold value Δay and the operation reaction time T from the response time t and the differential value day of the lateral acceleration.

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 the change of the yaw rate or the change of the roll angle, the yaw rate differentiator 62A outputs Output, output from roll angle differentiator 62B and roll angular velocity differentiator 6
When the output from 2C is below a predetermined value, that is, AN
When the output of the D circuit 66 is ON and the output of the lateral acceleration differentiator 62D is larger than a predetermined value, the output of the AND circuit 68 is turned ON because the lateral acceleration has changed, and the timer The 70 counter starts.
On the other hand, when the output from the steering wheel angle differentiator 62E has a value larger than a predetermined value, the response time is measured by the timer 70 as if there was a steering wheel operation with respect to the change in lateral acceleration, and the response at that time is measured. The time t and the differential value day of the lateral acceleration are recorded. Based on the data thus accumulated, the perceptual threshold value Δay and the operation reaction time T
And are identified by the method of least squares or the like.

Here, the lateral acceleration may be measured by an accelerometer, and the steering wheel angle may be measured by appropriately using a potentiometer, an encoder or the like capable of measuring 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. 12 shows the driver characteristic value measuring means 50.
6 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 of the lateral acceleration is input, and in step S2 | dr | <dr ₁ (no change in yaw rate) and | dφ | <dφ ₁ (no change in roll angle) and | dp | < It is determined whether dp ₁ (no change in roll angular velocity) holds. If this holds, it is determined in step S3 whether or not | day | ≧ day ₁ (the lateral acceleration has changed). │day│ ≧ day ₁
In that case, after resetting the counter T ₁ of the timer 70 to zero in step S4, the differential value dδH of the steering wheel angle is input in step S6 and | dδH | ≧ dδH in step S7.
Until it becomes ₁ (that is, until it is determined that the steering wheel has been operated), the counter T ₁ is incremented in step S5 and the response time t is measured. Then, step S8
Then, the response time t and the differential value of the lateral acceleration at that time, day
Is accumulated, and the above operation is repeated until the measurement time ends (step S9).

On the other hand, if | dp | ≧ dp _{1 is} not satisfied in step S3, the process returns to step S1.

After the above measurement is completed, in step S10, from the response time t and the differential value day of the lateral acceleration, the above (1) is calculated.
The perceptual threshold value Δay and the operation reaction time T are identified by the least squares method based on the equation.

As described above in detail, in the present embodiment, the sensation of the driver with respect to the lateral behavior change 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 the present 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 the above-described embodiment, a four-wheel steering device is used as the behavior sensation imparting means, and the behavior is configured so that the front wheels and the rear wheels are steered in the same phase direction to impart a lateral sensation to the body. Although the sensation imparting means 26 is adopted, FIG.
A seat slide type motion sensation imparting means 2 as shown in FIG.
6'may be adopted. This behavior sense imparting means 26 '
Attaches the driver's seat 82 to the bearing 84 and the rail.
The actuator 88 is attached to the vehicle body so as to be slidable in the vehicle width direction via the lever 86, and can be driven by an actuator 88. The controller 90 controls the actuator 88 via the hydraulic power source 92 based on the control logic for increasing / decreasing the lateral behavior sensation. It is configured to issue a command, and does not affect the behavior of the vehicle at all, and increases or decreases the lateral behavior sensation only to the driver. That is, if the seat 82 is slid in the forward direction with respect to the vehicle behavior, the driver senses not only the lateral acceleration due to the action of the external force but also the lateral acceleration due to the seat sliding. Will be performed. on the other hand,
If the seat 82 is slid in the opposite direction to the vehicle behavior, the driver feels a lateral acceleration obtained by subtracting the lateral acceleration due to the seat sliding from the lateral acceleration due to the action of the external force. It becomes control. The range over which the sheet 82 is slid is sufficient as long as lateral acceleration exceeding the perceptual threshold value can be obtained, so it is not necessary to set it so large.

In this embodiment, in order to simplify the explanation,
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. Various detected values (road condition,
Type of disturbance that causes lateral behavior change (crosswind, rut)
And its magnitude, vehicle speed, vehicle characteristics, steering operation content of the driver, etc.), the danger level is predicted in three stages of large, medium, and small, and the lateral behavior change of the vehicle (lateral acceleration change) is also classified, The lateral behavior sensation imparting control may be finely performed based on the result.

[0069]

[Table 1]

The lateral behavior sensation imparting control may be performed according to the flowcharts shown in FIGS. 14 and 15.

In this flowchart, first, as shown in FIG. 14, the driver's perception threshold value Δay is set in step S1. Then, in step S2, the steering wheel angle δH is input, and in step S3 | δH | ≧ δH ₀ (δH
₀ : set value), it is judged that the vehicle is traveling on a curve,
A curve traveling process 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 it is determined 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,
In step S7, the steering wheel angle δH and the steering wheel angular velocity dδ
Input H, vehicle speed V, lateral acceleration ay, lateral acceleration change rate day, and yaw rate r.

Then, if V> V ₀ in step S9, it is determined that the vehicle is traveling at high speed, and the processing of B (the processing of step S10 and thereafter shown in FIG. 15) is performed. Unless V> V _0, the process of A is repeated (return to step S2).

In step S10, a map search is performed for the set value day ₀ of the lateral acceleration change day set according to the vehicle speed V. If | day | <day ₀ in step S11, the process of A is repeated. Otherwise, step S12
The absolute value of steering wheel angular velocity | dδH | is set to dδH ₀
Compare with If | dδH | <dδH ₀ , it is determined that the driver has not perceived a change in lateral acceleration, and step S1
In step 3, the absolute value of lateral acceleration | ay | is compared with the set value ay ₀ . If | ay | ≧ ay ₀ , it is determined that the danger level in the future is high, and the sense increasing control is performed in step S14. If | ay | ≧ ay _{0 is} not determined in step S13, it is determined that the degree of risk in the future is small, and step S15 is performed.
The sensation reduction application control is performed with.

On the other hand, in step S12, | dδH | <dδ
If it is not H ₀ , it is determined that the driver has perceived a change in lateral acceleration, and the absolute value | ay | of lateral acceleration is compared with the set value ay ₀ in step S16. If | ay | ≧ ay ₀ ,
In step S17, the absolute value | dδH | of the steering wheel angular velocity is set to a set value dδH ₁ (dδH ₁ > dδH ₀ , which is set according to the driver's perception threshold Δay and the vehicle speed V, and is set to a smaller value as V increases. ) Search the map. And
In step S18, the absolute value | dδH | of the steering wheel angular velocity is compared with the set value dδH ₁ . If | dδH | ≧ dδH ₁ , it is determined that the degree of danger in the future is high, and step S
The sense increase imparting control is performed at 19, otherwise, neither the sense increase imparting control nor the sense decreasing imparting control is performed. If it is not | ay | ≧ ay _{0 in} step S16, it is determined that the degree of danger in the future is small, and the sensory reduction imparting control is performed in step S20.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of a vehicle behavior sensation control device according to the present invention.

FIG. 2 is a diagram showing a specific example of the behavior sensation imparting means of the above embodiment.

FIG. 3 is a diagram showing an operation of the behavior sensation imparting means.

FIG. 4 is a flowchart showing the contents of the behavior sensation control of the above embodiment.

FIG. 5 is a time chart showing an example of behavioral sensation control of the above embodiment.

FIG. 6 is a graph showing the operation of the above embodiment.

FIG. 7 is a block diagram showing a driver characteristic value measuring means using a driving simulator in the above embodiment.

FIG. 8 is a graph showing the operation of the driver characteristic value measuring means using the driving simulator.

FIG. 9 is a graph showing the operation of the driver characteristic value measuring means using the driving simulator.

FIG. 10 is a graph showing the operation of the driver characteristic value measuring means using the driving simulator.

FIG. 11 is a block diagram showing a vehicle-mounted driver characteristic value measuring means in the above embodiment.

FIG. 12 is a flowchart showing the operation of the vehicle-mounted driver characteristic value measuring means.

FIG. 13 is a front view showing a seat slide type behavior sensation imparting means in the above embodiment.

FIG. 14 is a flowchart (part 1) showing the content of the behavior sensation control of a modified example of the above embodiment.

FIG. 15 is a flowchart (part 2) showing the content of the behavior sensation control of the modified example of the above embodiment.

[Explanation of symbols]

10 Vehicle Behavior Sense Control Device 12 Driver Characteristic Value Storage Means 14 Vehicle State Detection Means 16 Environmental State Detection Means 18 Behavior Change Prediction Means 20 Perceptibility Possibility Prediction Means 22 Risk Prediction Means 24 Control Means 26, 26 'Behavior Feeling Means Means 50 Driver characteristic value measurement means (perception threshold identification means)

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Claims (9)

[Claims] 1. A lateral acceleration detecting means for detecting a lateral acceleration of a vehicle; a behavior change predicting means for predicting a lateral behavior change of a vehicle after a predetermined time based on a detected value of the lateral acceleration; Perceptibility predicting means for predicting whether or not the driver can perceive the behavior change after the predetermined time, risk predicting means for predicting the risk degree of the vehicle behavior in the future, and the behavior change in the lateral direction of the vehicle. Behavior sensation imparting means for increasing or decreasing the sensation received by the driver and imparting the sensation to the driver; A vehicle behavior sensation control device, comprising: a control means for increasing / decreasing the amount. 2. The control means is configured to increase the behavior sense imparting amount when the perceptibility predicting means predicts imperceptibility and the risk predicting means predicts high risk. The vehicle behavior sensation control device according to claim 1, wherein: 3. The control means is configured to decrease the behavior sense imparting amount when the perceptibility predicting means predicts that it is perceptible and the risk predicting means predicts that the risk level is low. The vehicle behavior sensation control device according to claim 1, wherein: 4. The vehicle behavior according to claim 1, wherein the perceptability prediction by the perceptibility prediction means is configured to be performed based on a predetermined perceptual threshold value. Sensory control device. 5. The vehicle behavior sensation control device according to claim 4, wherein the perceptual threshold value is set to a value peculiar to the driver. 6. A perceptual threshold value identifying means for identifying the perceptual threshold value based on a lateral behavior change of a vehicle and a steering operation of a driver in response to the lateral behavior change. 5. The vehicle behavior sensation control device according to 5. 7. The vehicle behavior according to claim 1, wherein the risk prediction by the risk predicting unit is configured to be performed based on a detected value of the lateral acceleration. Sensory control device. 8. The behavior sensation imparting means is configured to drive the driver's seat in the vehicle width direction to impart a lateral sensation to the body.
The vehicle behavior sensation control device according to any one of to 7. 9. The behavior sensation imparting means is configured to steer the front wheels and the rear wheels in the same phase direction to impart a sensation of lateral behavior sensation. 7. The vehicle behavior sensation control device according to any one of 7.