JP2004344356A - Steering characteristic analyzer and steering characteristic setting method of automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering characteristic analyzer of an automobile capable of quantitatively judging steering characteristics regardless of the difference of the muscle force of drivers, and a steering characteristic setting method of the automobile. <P>SOLUTION: The steering characteristic analyzer for analyzing the steering characteristics of the automobile is provided with: a muscle state judging means 12 for judging the state of the triceps brachii muscle of the driver; and a muscle state reporting means 40 for reporting that the muscle state judged by the muscle state judging means 12 has reached a setting value or exceeds it. Thus, when the triceps brachii muscle of the driver becomes the state of starting large activity, the state is reported and thus whether the driver feels a steering operation heavy is quantitatively grasped regardless of the difference of the muscle force of the driver. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle steering characteristic analysis device and a vehicle steering characteristic setting method.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, an analysis of a steering characteristic of a vehicle is performed based on a feeling evaluation of a skilled driver.
However, according to the feeling evaluation, since the evaluation result varies depending on the variation of each driver, it is difficult to use the result of the feeling evaluation as a quantitative index.
[0003]
Therefore, as one of the methods for quantitatively performing the steering characteristic evaluation, Japanese Patent Application Laid-Open No. H11-163873 discloses detecting a myoelectric potential of a driver's arm, and calculating a negative steering power based on the detected myoelectric potential. It is disclosed that the steering characteristics are evaluated based on the negative steering power.
According to Patent Literature 1, when the direction of the steering wheel speed and the direction of the steering wheel steering force are opposite, the steering power becomes negative, and such a steering power becomes negative. Can be regarded as a state in which the driver is trying to stop the movement of the steering wheel, so that the straight running stability of the vehicle can be quantitatively evaluated based on the magnitude of the negative power.
[0004]
[Patent Document 1]
JP 2002-214083 A
[0005]
[Problems to be solved by the invention]
By the way, as an evaluation index of the steering characteristic, in addition to the straight running stability disclosed in Patent Document 1, it is also desirable to use a steering reaction force at the start of steering as an index.
This is because the steering reaction force at the start of steering, that is, the weight of the steering operation felt by the driver at the start of steering affects the driver.
However, this steering reaction force has a different way of feeling depending on the difference in the muscular strength of the driver.
Here, according to the present applicant, based on the muscle state of the triceps, the inventors have found that the steering reaction force felt by the driver, that is, the degree to which the driver feels the steering operation is heavy can be quantitatively grasped. .
In other words, it was found that when the driver began to feel the steering operation heavily, the triceps began to greatly act.
And it was confirmed that such knowledge is effective especially when the steering is performed at a relatively slow steering speed and a small steering angle.
In other words, such steering is usually performed in a situation where the lane changes on a highway, and in such a steering, the driver performs steering operation when steering can be performed only by the activity of the biceps. Did not feel heavy, and found that the steering operation was heavy when steering could be performed with a large activity of the triceps.
[0006]
SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to provide a vehicle steering characteristic analyzing apparatus capable of quantitatively determining a steering characteristic irrespective of a difference in driver's muscle strength, and a vehicle steering characteristic. It is to provide a setting method.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides the following as a solution. That is, in the first configuration of the present invention, there is provided a steering characteristic analyzing apparatus for analyzing a steering characteristic of an automobile, wherein the muscle state determining means for determining the state of the triceps of the driver and the muscle state determining means. And a streak state notifying unit for notifying that the detected streak state has become equal to or greater than the set value.
According to the first configuration of the present invention, when the triceps of the driver is in a state of greatly starting the activity, the state is notified, so that the driver can perform the steering operation regardless of the difference in the muscular strength of the driver. Can be grasped quantitatively as to whether or not he / she feels heavy.
[0008]
In the second configuration of the present invention, the steering characteristic analyzing apparatus may include a steering reaction force characteristic value calculating unit that calculates an optimal steering reaction force characteristic value based on the muscle state determined by the muscle state determining unit. It is composed.
As in the present invention, if the driver can grasp the muscle state of the triceps that starts to feel heavy steering operation, conversely, the steering reaction force characteristic value can be calculated so that the steering operation does not feel heavy.
According to the second configuration of the present invention, since the optimum steering reaction force characteristic value is calculated based on the muscle state of the triceps, the optimum steering reaction force characteristic value according to the muscle force of the driver, that is, It is possible to calculate a steering reaction force characteristic value that does not make the steering operation feel heavy.
[0009]
In a third configuration of the present invention, the steering characteristic analysis device includes a steering angle detecting unit that detects a steering angle of a steering of the automobile,
The steering reaction force calculation means is configured to calculate a steering reaction force characteristic value only when the steering angle detected by the steering angle detection means is equal to or smaller than a predetermined angle.
When the steering angle is large, the triceps are always active, and the state of the triceps at the large steering angle is less correlated with the muscle state where the driver begins to feel heavy steering operation. If the steering reaction force is calculated based on the state of the triceps at this time, the steering reaction characteristic value may be shifted.
According to the third configuration of the present invention, the steering reaction force characteristic value is calculated only when the steering angle is equal to or less than the predetermined angle and the triceps is not significantly active. The displacement can be suppressed.
[0010]
In a fourth configuration of the present invention, the steering characteristic analysis device includes a steering speed detecting unit that detects a steering speed of a steering of the vehicle,
The steering reaction force calculation means is configured to calculate a steering reaction force characteristic value only when the steering speed detected by the steering speed detection means is equal to or lower than a predetermined speed.
Even if the steering reaction force characteristic value is the same, when the steering speed is high, the driver feels heavier in steering than when the steering speed is low. If the steering reaction force characteristic value is calculated based on the state of the head muscles, the steering reaction force characteristic value may shift.
According to the fourth configuration of the present invention, since the steering reaction force characteristic value is calculated only when the steering speed is equal to or lower than the predetermined speed, the deviation of the steering reaction force characteristic value can be suppressed.
[0011]
In a fifth configuration of the present invention, the steering characteristic analysis device includes a steering angle detection unit that detects a steering angle of a steering of the automobile,
When the steering angle detected by the steering angle detecting means is larger than a predetermined angle, the steering reaction force calculating means corrects the steering reaction force in such a direction that the steering reaction characteristic value becomes smaller than when the steering angle is smaller.
When the steering angle is large, the triceps are always active, and the state of the triceps at the large steering angle is less correlated with the muscle state where the driver begins to feel heavy steering operation. If the steering reaction force is calculated based on the state of the triceps at this time, the steering reaction characteristic value may be shifted.
According to the fifth configuration of the present invention, when the steering angle is larger than the predetermined angle, the steering reaction force characteristic value is corrected in a direction in which the steering reaction force characteristic value becomes smaller than when the steering angle is smaller, so that deviation of the steering reaction force characteristic value is suppressed. can do.
[0012]
In a sixth configuration of the present invention, the steering characteristic analysis device includes a steering speed detection unit that detects a steering speed of a steering of the vehicle,
When the steering speed detected by the steering speed detecting means is higher than a predetermined speed, the steering reaction force calculating means corrects the steering reaction force characteristic value in a direction in which the steering reaction force characteristic value becomes smaller than when the steering speed is slow.
Even if the steering reaction force characteristic value is the same, when the steering speed is high, the driver feels heavier in steering than when the steering speed is low. If the steering reaction force characteristic value is calculated based on the state of the head muscles, the steering reaction force characteristic value may shift.
According to the sixth configuration of the present invention, when the steering speed is higher than the predetermined speed, the steering reaction force characteristic value is corrected to be smaller than when the steering speed is lower, so that the deviation of the steering reaction force characteristic value is suppressed. can do.
[0013]
In the seventh configuration of the present invention, when the steering angle is equal to or less than a predetermined angle, the steering reaction force calculating means sets the steering reaction force characteristic value such that the muscle state determined by the muscle state determining means is equal to or less than a predetermined value. It is configured to calculate.
In a state where the steering angle is large, the triceps always has a large activity, and the state of the triceps in a state where the steering angle is large has a low correlation with a muscle state in which the driver starts to feel heavy steering operation.
According to the seventh configuration of the present invention, when the steering angle is equal to or smaller than the predetermined angle, the steering reaction force characteristic value is calculated such that the state of the triceps is equal to or smaller than the predetermined value. It is possible to calculate a steering reaction force characteristic value that is correlated with the above.
[0014]
In the eighth configuration of the present invention, the steering characteristic analysis device includes a sitting posture detecting unit that detects a sitting posture of the driver with respect to the seat,
The steering reaction force calculating means is configured to correct the reaction force characteristic value based on the sitting posture detected by the sitting posture detecting means.
The activity of the triceps is affected by differences in sitting posture, such as the distance from the driver to the steering and the height of the steering.
For example, the greater the distance to the steering and the higher the height to the steering, the greater the fatigue of the triceps.
According to the eighth configuration of the present invention, since the reaction force characteristic value is corrected based on the sitting posture, the reaction force characteristic value can be calculated in consideration of the fatigue of the triceps.
[0015]
In a ninth configuration of the present invention, the steering characteristic analysis device includes a concentration determination unit that determines a concentration of the driver,
The steering reaction force calculation means is configured to calculate a steering reaction force characteristic value based on the muscle state determined by the muscle state determination means in a state where the concentration force is determined to be high by the concentration force determination means. is there.
Here, when the driver is not concentrated on driving, the delay of the steering operation with respect to the behavior of the vehicle becomes large, and the movement of the triceps becomes slow, so that the determination accuracy of the state of the triceps decreases. Findings were obtained.
According to the ninth configuration of the present invention, since the steering reaction force characteristic value is calculated based on the muscle state of the triceps determined when the driver is concentrated on driving, the muscle of the triceps It is possible to suppress the deviation of the steering reaction force characteristic value due to the deterioration of the state determination accuracy.
[0016]
In the tenth configuration of the present invention, there is provided a steering characteristic analyzing method for analyzing a steering characteristic of an automobile, wherein the muscle state determining step for determining a state of a triceps of a driver and the muscle state determining step. A muscle state notification step of notifying that the muscle state is equal to or greater than the set value.
According to the tenth configuration of the present invention, when the triceps of the driver is in a state of largely starting the activity, the state is notified, so that the driver can steer regardless of the difference in the muscular strength of the driver. It is possible to quantitatively grasp whether or not he / she feels heavy.
[0017]
【The invention's effect】
According to the present invention, it is possible to quantitatively determine the steering characteristics irrespective of the difference in the muscular strength of the driver.
[0018]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram showing an overall configuration of a steering characteristic setting system according to the present embodiment.
In FIG. 1, 1 is an evaluation vehicle, 2 is an information center, and 3 is a vehicle owned by the driver.
The evaluation vehicle 1 is, for example, a test vehicle installed in an automobile manufacturer, an automobile dealer, or the like, and is capable of determining the muscle state of the driver's arm by actually driving the driver.
The evaluation vehicle device 1 also includes a steering characteristic optimization unit 10 for calculating an optimal steering characteristic of the driver, and a steering characteristic of the steering wheel 1a based on the optimum steering characteristic calculated by the steering characteristic optimization unit 10. And a display device 40 capable of displaying myoelectric potential data.
[0019]
The steering characteristic optimizing unit 10 includes an electroencephalogram detecting means 11 for detecting a driver's electroencephalogram, a triceps detecting means 12 for detecting a myoelectric potential of a triceps muscle of the driver, and a muscle of the extensor carpi ulnaris of the driver. Detector 13 for detecting the potential of the extensor carpal extensor, a steering torque sensor 14 for detecting the steering torque of the steering wheel 1a, a steering angle sensor 15 for detecting the steering angle of the steering wheel 1a, and detecting the position of the steering wheel 1a in the height direction. Steering position sensor 16, a seat position sensor 17 for detecting a seat position, a vehicle speed sensor 18 for detecting a vehicle speed, a lateral G sensor 19 for detecting a lateral G of the vehicle, a longitudinal G sensor for detecting a G in the longitudinal direction of the vehicle 20, each detection signal detected by the yaw rate sensor 21 for detecting the yaw rate is input.
Then, the steering characteristic optimization unit 10 calculates an optimum steering characteristic for the driver based on the input detection signals, and changes the steering characteristic of the power steering device 30 based on the calculated optimum steering characteristic. It is possible to provide the calculated optimum steering characteristics to the information center 2. The specific calculation of the optimum steering characteristics will be described later.
[0020]
Further, the power steering device 30 is configured to be able to change the assist characteristic for steering by an electric motor.
[0021]
Further, the display device 40 can graphically display the myoelectric potential data of the triceps brachii and the myoelectric potential of the extensor carpi ulnaris, respectively, as described later in the description of FIGS. It has been.
Then, based on this display, the steering state of the driver can be grasped quantitatively.
[0022]
The information center 2 is capable of bidirectionally transmitting and receiving signals between the evaluation vehicle 1 and the contracted driver's vehicle 3 by radio or the like, and performs optimal steering from the evaluation vehicle 1 to the information center 1. The characteristics are provided, and various information such as traffic information collected in the information center 2 is provided from the information center 2 to the vehicle 3, and the vehicle 3 is provided in the vehicle 3 from the vehicle 3 to the information center 2. Various types of information detected by various types of sensors are provided.
Although not described in detail, the information center 2 includes a server as an arithmetic processing device, a database described below that stores various information, and a communication device for communicating with an external device via a communication circuit. I have.
Further, the information center 2 has an optimum steering characteristic storage means 2a for storing the optimum steering characteristic provided from the steering characteristic optimization unit 10 for each driver, and an optimum steering characteristic stored in the optimum steering characteristic storage means 2a. Is provided to the steering control unit 40 of the automobile 3 to be described later.
[0023]
The vehicle 3 is a vehicle owned by the driver whose optimum steering characteristics have been calculated in the evaluation vehicle 1, and includes a steering control unit 50, a power steering device 60, and a personal authentication device 70.
The steering control unit 50 receives the optimum steering characteristics corresponding to the individual who has been authenticated by the personal authentication device 70 from the optimum steering characteristics providing means 2b of the information center 2, and based on the provided optimum steering characteristics, the power steering device 60. Is configured to change the steering characteristics.
[0024]
Here, the relationship between the muscle state of the driver's arm and the steering characteristics will be described.
First, the triceps brachii is described.
FIG. 2A is a diagram illustrating the relationship between the steering angle and the steering force for each of the four patterns having different steering reaction forces. FIG. 2B is a diagram illustrating the relationship between the steering angle and the steering angle within 20 degrees for the four patterns having different steering reaction forces. It is the figure which showed each myoelectric potential change of the triceps of the upper arm in the state which repeated steering to the left and right.
[0025]
In FIG. 2A, a is a steering characteristic 1 indicating the steering characteristic having the largest steering reaction force, b is a steering characteristic 2 indicating a steering characteristic having the second largest steering reaction force, and c is a steering characteristic having the third largest steering reaction force. The steering characteristics 3 and d showing the large steering characteristics are the steering characteristics 4 showing the steering characteristics with the smallest steering reaction force.
Then, as shown by the data b, c, and d in FIG. 2B, in the steering characteristics 2 to 4, the myoelectric potential of the triceps is near 0.012 mV, and the myoelectric potential does not increase. On the other hand, in the steering characteristic 1, the muscle potential of the triceps muscle is increased to 0.016 mV or more, and the triceps muscle is largely activated during steering. This is because, in the steering characteristic 1, since the steering reaction force is large, the triceps is largely active during steering.
Therefore, when the myoelectric potential of the triceps brachii is approximately 0.016 mV or more, it can be evaluated that the driver starts to feel heavy steering operation.
As described above, the steering operation weight of the driver can be quantitatively indicated based on the myoelectric potential of the triceps.
[0026]
Next, the muscle state of the extensor carpi ulnaris is described.
FIG. 3A shows the relationship between the steering angle and the steering force for four patterns with different hysteresis, and FIG. 3B shows the relationship between the steering angle and the steering force within 20 deg for the four patterns with different steering reaction forces. FIG. 8 is a diagram showing changes in myoelectric potential of the extensor carpi ulnaris of the left arm in a state where the left arm is repeatedly steered left and right.
[0027]
In FIG. 3A, the width indicated by d is the steering characteristic 5 indicating the steering characteristic having the largest hysteresis, the width indicated by e is the steering characteristic 6 indicating the steering characteristic having the largest hysteresis, and the width indicated by f is the third. The steering characteristic 7 indicates a steering characteristic having a large hysteresis, and the width indicated by g is a steering characteristic 8 indicating a steering characteristic having a minimum hysteresis (zero hysteresis).
Then, as shown by d and e in FIG. 3B, in the steering characteristics 5 and 6, the myoelectric potential of the ulnar carpal extensor is relatively small, whereas in the steering characteristics 7 and 8, the ulnar hand is increased. The myoelectric potential of the root extensor is large, indicating that the steering pullback operation has a large steering characteristic. This is because the hysteresis width is too small and the steering angle is sensitive to steering. Therefore, it can be evaluated that the steering characteristic 5 or the steering characteristic 6 in which the muscle potential of the ulnar carpal extensor is small and the pullback operation is reduced is an appropriate hysteresis width.
As described above, based on the myoelectric potential of the extensor carpi ulnaris, the steering pullback operation of the driver can be quantitatively indicated.
[0028]
Next, the processing for calculating the optimum steering characteristic by the steering characteristic optimizing unit 10 of the evaluation vehicle 1 will be specifically described based on the flowchart of FIG.
In step S1 of FIG. 4, a base steering characteristic is set based on information about the driver, such as the driver's height, gender, and preference for the steering characteristic. This is because the steering force characteristics shown in FIG. 2A differ depending on the driver's muscular strength and the like, and it is determined according to the difference whether the base steering characteristics and the triceps have started to largely activate. Set the judgment value to perform.
Subsequently, in step S2, a characteristic correction value is set based on the seating posture of the driver with respect to the seat based on the seat position and the steering position. This is because the muscle fatigue increases as the seat position is farther from the steering, and the muscle fatigue increases as the steering position increases, so that the base steering characteristics and the determination value set in step S1 are corrected to perform these corrections. Set the correction value to be used.
In step S3, the steering characteristic is provisionally set based on the base steering characteristic set in step S1 and the characteristic correction value set in step S2.
[0029]
Next, in step S4, it is determined whether the vehicle speed is equal to or higher than a predetermined vehicle speed (for example, 80 km / h).
When YES is determined in the step S4, the process proceeds to a step S5 to determine whether or not the steering angle is within a predetermined angle (for example, 20 deg).
When YES is determined in the step S5, the process proceeds to a step S6 to determine whether or not the steering speed is equal to or lower than a predetermined speed.
When YES is determined in step S6, that is, when the vehicle speed is high and the steering angle is steered with a relatively small steering speed, the steering situation is such that the lane changes on a highway, and the steering feeling and the upper arm Since the correlation with the triceps and the correlation between the steering pullback and the extensor carpi ulnaris are high, the process goes to step S7 to collect the myoelectric potential data of the triceps brachii and that the data is being collected. Notify the driver.
When any one of the determinations in steps S4 to S6 is determined to be NO, the process returns without collecting myoelectric potential data of the triceps brachii.
[0030]
Subsequently, in step S8, it is determined whether or not the driver is concentrated on driving, and if the determination is YES, the process proceeds to step S9. Note that the determination in step S8 can be made based on, for example, the brain waves of the driver.
In step S9, the myoelectric potential data of the triceps brachii collected in step S7 is stored in the memory 10a of the steering characteristic optimization unit 10.
If NO is determined in step S8, that is, if the driver is not concentrated on driving, the accuracy of determination of the triceps of the driver is reduced. A power drop warning is issued, and the process returns without storing the myoelectric potential data of the triceps brachii collected in step S7.
[0031]
Subsequently, in step S11, it is determined whether or not a predetermined amount of collected data, that is, a data amount capable of displaying the characteristics shown in FIG. 2 has been collected. If YES is determined, the process proceeds to step S12.
In step S12, it is determined whether the steering characteristic determination has been completed, that is, the myoelectric potential data of the triceps muscles collected in step S7 is equal to or greater than the determination value, and the triceps muscles start to act significantly during steering. Is determined.
When NO is determined in step S12, the process proceeds to step S13, in which the steering characteristic (steering reaction force value) is changed by a predetermined value, and the process returns. The steering characteristic (steering reaction force value) is changed by a predetermined value until the myoelectric potential data of the triceps brachii is equal to or greater than the determination value.
[0032]
If YES is determined in the step S13, the process proceeds to a step S14, in which the myoelectric potential data of the triceps brachii collected for each steering reaction force is displayed on the display device 40 in a comparable manner. The display will be as shown in FIG.
Subsequently, in step S15, a steering reaction force smaller than the steering reaction force at which the myoelectric potential data of the triceps muscle is equal to or greater than the determination value is set as the optimum steering reaction force.
[0033]
Next, in step S16, the myoelectric potential data of the extensor carpi ulnaris are collected, and the driver is notified that the data is being collected.
In step S17, similarly to step S8, it is determined whether or not the driver is concentrated on driving. If the determination is YES, the process proceeds to step S18.
In step S18, the myoelectric potential data of the extensor carpi ulnaris collected in step S17 is stored in the memory 10a of the steering characteristic optimization unit 10.
When NO is determined in step S17, that is, when the driver is not concentrated on driving, the accuracy of determination of the extensor carpi ulnaris of the driver is reduced. Then, a concentration drop warning is given, and the process returns without storing the myoelectric potential data of the extensor carpi ulnaris collected in step S16.
[0034]
Subsequently, in step S19, it is determined whether or not a predetermined amount of collected data, that is, a data amount capable of displaying the characteristics shown in FIG. 3 has been collected. If the determination is YES, the process proceeds to step S20.
In step S20, it is determined whether or not the steering characteristic determination is completed, that is, the myoelectric potential data of the ulnar carpal extensor collected in step S167 is equal to or greater than the determination value, and the activity of the ulnar carpal extensor during steering is determined. It is determined whether or not the pull-back operation is large.
When NO is determined in step S20, the process proceeds to step S21, the steering hysteresis width is changed by a predetermined value, and the process returns. Then, the steering hysteresis width is changed by a predetermined value until the myoelectric potential data of the ulnar carpal extensor is equal to or greater than the determination value.
[0035]
If YES is determined in the step S20, the process proceeds to a step S22, in which the EMG data of the extensor carpi ulnaris collected for each steering hysteresis width is displayed on the display device 40 in a comparable manner. The display will be as shown in FIG.
Subsequently, in step S23, a steering hysteresis width smaller than the steering hysteresis width in which the myoelectric potential data of the extensor carpi ulnaris is equal to or greater than the determination value is set as the optimal steering hysteresis width.
[0036]
In step S24, the following performance is grasped based on the relationship between the steering of the steering wheel 1a and the behavior of the vehicle such as the lateral G and the yaw rate, and a driver whose steering speed is always slow and the behavior of the vehicle greatly appears with respect to the steering is determined. In other words, a correction value for correcting the steering reaction force value to be small and the steering characteristics to be lightened is set.
Subsequently, in step S25, the optimum steering characteristics are finally set based on the steering reaction force value set in step S15, the steering hysteresis width set in step S23, and the correction value set in step S24.
In step S26, the optimum steering characteristics for each driver are stored in the memory 10a of the steering characteristics optimization unit 10 in association with the ID of each driver, and in step S27, the optimum steering characteristics are provided to the information center. .
[0037]
Next, the optimum steering characteristic changing process by the steering characteristic unit 50 of the automobile 3 will be specifically described based on the flowchart of FIG.
In step S30, it is determined whether the ignition switch is turned on.
When YES is determined in the step S30, the process proceeds to a step S31, and it is determined whether or not the ignition switch was previously turned off.
When YES is determined in step S31, that is, when the ignition switch is turned ON from OFF for the first time, the process proceeds to step S32.
In step S32, the optimum steering characteristics stored corresponding to the driver recognized by the personal authentication device 70 are obtained from the information center 2.
In step S33, the steering characteristics of the power steering device 60 are set based on the optimum steering characteristics obtained in step S32, and in the following step S34, the power steering device 60 is controlled based on the optimum steering characteristics set in step S33. I do.
When it is determined NO in step S31, the process proceeds to step S34 without performing the processes in steps S32 and S33.
When the determination is NO in step S30, the process returns without performing any processing.
[0038]
As described above, according to the present embodiment, when the triceps of the driver is in a state of largely starting the activity, the state is displayed on the display device 40. Instead, it is possible to quantitatively grasp whether the driver feels the steering operation heavily.
Also, since the optimum steering reaction force value is calculated based on the muscle condition of the triceps, the optimum steering reaction force value according to the driver's muscle strength, that is, the steering reaction force value that does not feel heavy on the steering operation Can be calculated.
Further, since the steering reaction force value is calculated only when the steering angle is equal to or smaller than the predetermined angle and the triceps is not significantly active, the deviation of the steering reaction force characteristic value can be suppressed.
Further, since the steering reaction force value is calculated only when the steering speed is equal to or lower than the predetermined speed, the deviation of the steering reaction force value can be suppressed.
Further, when the steering angle is equal to or less than a predetermined angle, the steering reaction force value is calculated so that the myoelectric potential of the triceps is equal to or less than the determination value. Can be calculated.
Further, since the base steering characteristics and the determination value are corrected based on the sitting posture, the fatigue of the triceps can be considered.
In addition, since the steering reaction force value is calculated based on the muscle potential of the triceps determined when the driver is concentrated on driving, the steering reaction force accompanying the decrease in the determination accuracy of the muscle potential of the triceps is reduced. The deviation of the value can be suppressed.
Further, since the steering hysteresis width is set based on the myoelectric potential of the extensor carpi ulnaris, the amount of pullback operation can be set appropriately.
[0039]
In the present embodiment, an example in which the steering reaction force value is calculated only when the steering angle is equal to or smaller than the predetermined angle and the steering speed is equal to or smaller than the predetermined value has been described. The force may be calculated, and at this time, the steering reaction force value may be corrected based on the steering angle and the steering speed.
[0040]
In the present embodiment, an example has been described in which the optimum steering characteristics are stored in the optimum steering characteristics storage means 2a of the information center 2. However, the optimum steering characteristics may be stored in the steering control unit 50 of the automobile 3.
In this case, as shown in FIG. 6, the steering control unit 50 of the driver's automobile 3 includes an optimum steering characteristic storage unit 50a and an optimum steering characteristic for switching the optimum steering characteristic according to the driver determined by the personal authentication device 70. Switching means 50b.
[0041]
Further, in the present embodiment, the muscular state of the driver is determined by the triceps brachii detecting means 12 provided in the evaluation vehicle 3, the ulnar carpal extensor detecting means for detecting the myoelectric potential of the ulnar carpal extensor. Although the example determined by 13 is shown, in addition, the triceps detection means 12 provided in a car manufacturer or a car dealer and provided in a simulation device capable of simulating the driving of a virtual car by driving a driver, The determination may be made by the carpal extensor detection unit 13.
[0042]
Further, in the present embodiment, an example has been shown in which the optimum steering characteristics are provided between the evaluation vehicle 1 and the driver's vehicle 3 via the information center 1, but the evaluation vehicle 1 is directly provided without passing through the information center 1. , The driver 3 may be provided with an optimum steering characteristic.
[0043]
Further, in the present embodiment, an example in which the muscle potential of the triceps is directly detected as the determination of the muscle state of the triceps, but in addition, the muscle potential of the triceps is detected from the muscle potential of the biceps. May be estimated.
[Brief description of the drawings]
FIG. 1 is a diagram showing an overall configuration of a steering characteristic setting system according to an embodiment.
FIG. 2 is a diagram showing myoelectric potential characteristics of the triceps brachii.
FIG. 3 is a view showing myoelectric potential characteristics of the extensor carpi ulnaris.
FIG. 4 is a flowchart illustrating an optimum steering characteristic calculation process performed by a steering characteristic optimization control unit of an evaluation vehicle according to the embodiment;
FIG. 5 is a flowchart showing a steering control process by a driver's automobile steering control unit according to the embodiment;
FIG. 6 is a diagram illustrating a configuration of an automobile of a driver according to another embodiment.
[Explanation of symbols]
1: Evaluation car
2: Information center
2a: optimal steering characteristic storage means
2b: means for providing optimum steering characteristics
10: Steering optimization control unit
11: EEG detection means (concentration determination means)
12: Upper triceps detection means (muscle state determination means)
13: ulnar carpal extensor detection means (muscle state determination means)
15: Steering angle sensor (steering angle detecting means, steering speed detecting means)
30, 60: Power steering device
40: Display device
50: Steering control unit
50a: optimal steering characteristic storage means
50b: optimal steering characteristic switching means

Claims (10)

A steering characteristic analysis device for analyzing a steering characteristic of an automobile,
Muscle state determining means for determining the state of the triceps of the driver;
A steering condition analyzing device for a vehicle, comprising: a muscle condition notifying device for notifying that the muscle condition determined by the muscle condition determining device has exceeded a set value. 2. The steering characteristic analyzing apparatus according to claim 1, wherein the steering characteristic analyzing device includes a steering reaction characteristic value calculating unit that calculates an optimum steering reaction characteristic value based on the muscle state determined by the muscle state determining unit. An analysis system for steering characteristics of automobiles. The steering characteristic analysis device includes a steering angle detection unit that detects a steering angle of a steering of the vehicle,
3. The steering characteristic of an automobile according to claim 2, wherein the steering reaction force calculating means calculates the steering reaction force characteristic value only when the steering angle detected by the steering angle detecting means is equal to or smaller than a predetermined angle. Analysis device. The steering characteristic analysis device includes a steering speed detection unit that detects a steering speed of a steering of the automobile,
3. The steering characteristic of an automobile according to claim 2, wherein said steering reaction force calculating means calculates a steering reaction force characteristic value only when the steering speed detected by said steering speed detecting means is equal to or lower than a predetermined speed. Analysis device. The steering characteristic analysis device includes a steering angle detection unit that detects a steering angle of a steering of the vehicle,
When the steering angle detected by the steering angle detection means is larger than a predetermined angle, the steering reaction force calculation means corrects the steering reaction force characteristic value in a direction in which the steering reaction force characteristic value becomes smaller than when the steering angle is small. Item 3. An apparatus for analyzing steering characteristics of an automobile according to item 2. The steering characteristic analysis device includes a steering speed detection unit that detects a steering speed of a steering of the automobile,
When the steering speed detected by the steering speed detecting means is higher than a predetermined speed, the steering reaction force calculating means corrects the steering reaction force characteristic value in a direction in which the steering reaction force characteristic value becomes smaller than when the steering speed is low. Item 3. An apparatus for analyzing steering characteristics of an automobile according to item 2. The steering reaction force calculation means calculates a steering reaction force characteristic value such that when the steering angle is equal to or less than a predetermined angle, the muscle state determined by the muscle state determination means is equal to or less than a predetermined value. 7. The steering characteristic analyzing apparatus for an automobile according to any one of 2 to 6. The steering characteristic analysis device includes a sitting posture detecting unit that detects a sitting posture of the driver with respect to the seat,
8. The vehicle steering apparatus according to claim 2, wherein the steering reaction force calculating unit corrects a reaction force characteristic value based on the sitting posture detected by the sitting posture detecting unit. Characteristic analysis device. The steering characteristic analysis device includes a concentration force determination unit that determines a concentration force of the driver,
The steering reaction force calculation unit calculates a steering reaction force characteristic value based on the muscle state determined by the muscle state determination unit in a state where the concentration force is determined to be high by the concentration force determination unit. The steering characteristic setting device for an automobile according to any one of claims 2 to 8. A steering characteristic analysis method for analyzing a steering characteristic of an automobile,
A muscle state determination step of determining the state of the triceps of the driver;
A muscle state notification step of notifying that the muscle state determined in the muscle state determination step has become equal to or greater than a set value.

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