JP2006327375A - Driving posture control device and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving posture control device capable of performing adequate posture change. <P>SOLUTION: The driving posture control device 1 comprises an adequate driving posture determination unit 10 to determine the adequate driving posture of a driver, and a driving effect determination unit 30 to determine the degree of the effect on the driving operation when the posture is changed from the present driving posture to the adequate driving posture. The device 1 has a driving posture change determination unit 50. When the determined degree of the effect exceeds the specified value, the driving posture change determination unit 50 delays the rate of change from the regular rate which is the rate of change when the posture is changed when the degree of the effect is below the specified value. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a driving posture control apparatus and method.

2. Description of the Related Art Conventionally, a driving posture control device that moves a seat position or the like so that a seated vehicle occupant takes an appropriate posture is known. According to this device, the movement speed of the seat position or the like is changed or the movement of the seat position or the like is stopped depending on whether or not the vehicle is running (see, for example, Patent Document 1).
JP-A-7-96786

  However, since the conventional attitude control device controls the movement of the seat position or the like depending on whether or not the vehicle is running, the influence on the operation when the seat position or the like is moved is not considered. There was also a possibility that the appropriate control was not performed in actual driving.

  The driving posture control apparatus of the present invention includes appropriate driving posture determination means, driving posture change control means, and driving influence determination means. The proper driving posture determination means is for determining the proper driving posture of the driver. The driving posture change control means changes the posture from the current driving posture of the driver to an appropriate driving posture determined by the appropriate driving posture determination means. The driving influence determination means determines the degree of influence on the driving operation of the driver when the posture is changed to the appropriate driving attitude determined by the appropriate driving attitude determination means. Further, the driving posture change control means is a normal speed that is a changing speed when changing the posture when the degree of influence on the driving operation determined by the driving influence judgment means exceeds a prescribed value and the degree of influence is less than the prescribed value. Slower than the rate of change.

  According to the present invention, when the influence degree on the driving operation when the driver's posture is changed to an appropriate posture exceeds the specified value, the change speed when changing the posture when the influence degree is less than the specified value. The speed of posture change is made slower than a certain normal speed. For this reason, the degree of influence on the driving operation is reduced by changing the posture more slowly than changing at the normal speed. Therefore, an appropriate posture change can be performed.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the drawings.

  FIG. 1 is a detailed configuration diagram of a driving posture control apparatus according to an embodiment of the present invention. As shown in FIG. 1, the driving posture control device 1 includes a proper driving posture determination unit (proper driving posture determination unit) 10 and a crus bone angle calculation unit (crus bone angle calculation unit) 20. In addition, the driving posture control device 1 includes a driving influence determination unit (driving influence determination unit) 30 and an in-vehicle device operation state determination unit (in-vehicle device operation determination unit) 40. The driving posture control device 1 further includes a driving posture change determination unit (driving posture change control means) 50 and a driving posture change control unit (driving posture change control means) 60.

  The driving posture control device 1 changes the driver's posture to an appropriate driving posture determined by the appropriate driving posture determination unit 10. In addition, the driving posture control device 1 determines whether or not to change to an appropriate driving posture based on signals from the driving influence determination unit 30 and the in-vehicle device operation state determination unit 40, and further determines the speed of the posture change. It is to decide how much. The driving posture control device 1 controls the driver's posture by controlling the position of the driver's seat / steering 70 in accordance with this determination. Hereinafter, each component will be described in detail.

  The appropriate driving posture determination unit 10 determines the appropriate driving posture of the driver from the driving environment of the host vehicle. Here, the driving environment includes the type of traveling road of the host vehicle. For this reason, the appropriate driving posture determination unit 10 is configured to determine whether the traveling road belongs to a general road, an expressway, or a narrow road, and to determine an appropriate driving posture according to the determination result. .

  Specifically, the appropriate driving posture determination unit 10 determines an appropriate driving posture according to the road type as follows. First, when the host vehicle travels on a highway, the driver often drives for a long time, and the driving posture is not easily changed during high-speed driving. For this reason, the appropriate driving posture determination unit 10 determines a posture having a fatigue reduction effect as an appropriate driving posture. Further, when traveling on narrow roads, it is desirable for the driver to increase his eyes so as not to rub the corners of the vehicle against a wall or the like. For this reason, the appropriate driving posture determination unit 10 determines a posture with a high eye line as an appropriate driving posture. In addition, the appropriate driving posture determination unit 10 determines that the normal driving posture is an appropriate driving posture on a general road.

  Thus, the appropriate driving posture determination unit 10 determines an appropriate driving posture from the driving environment (road type). Here, the appropriate driving posture determination unit 10 acquires the road type information as follows. For example, the appropriate driving posture determination unit 10 is connected to the car navigation and acquires the type information of the road on which the host vehicle is traveling from the car navigation. Thereby, the appropriate driving posture determination unit 10 determines the appropriate driving posture by specifying the type of the traveling road.

  Further, the appropriate driving posture determination unit 10 acquires information on the number of lanes and the road width from the car navigation, and acquires information on the gear position, the vehicle speed, and the inter-vehicle distance from various sensors. Then, the appropriate driving posture determination unit 10 determines the type of road on which the host vehicle is currently traveling from these pieces of information, and determines an appropriate driving posture. In addition, the appropriate driving posture determination unit 10 determines not only three types of roads, general roads, highways, and narrow roads, but also, for example, whether the host vehicle is parked or not, and determines four or more types. May be.

  The crus bone angle calculation unit 20 calculates the angle of the crus bone of the driver with respect to a reference plane (for example, a horizontal plane). When calculating the crus bone angle, the crus bone angle calculator 20 first identifies the knee position of the driver. 2A and 2B are explanatory diagrams of the crus bone angle calculation unit 20, in which FIG. 2A shows how the knee position is specified, and FIG. 2B shows an example of the crus bone angle.

  As shown in FIG. 2A, the crus bone angle calculation unit 20 first detects the hip position HP from the slide position of the driver's seat 70a. Further, the crus bone angle calculation unit 20 detects the heel point from the position of the pedal. Then, the crus bone angle calculation unit 20 predicts the height of the driver from the hip position HP, and obtains the length L1 of the crus and the length L2 of the femur from the predicted height. Next, the crus bone angle calculation unit 20 draws a circle with the crus length L1 as a radius based on the heel point, and draws a circle with the femur length L2 as a radius based on the hip position HP. . And the point which exists in the vehicle upper side among the intersections of these circles is specified as a knee position.

  Next, as shown in FIG. 2B, the crus bone angle calculation unit 20 obtains an angle formed by a line connecting the knee position and the heel point and a horizontal line. Thereby, the crus bone angle calculation unit 20 calculates the angle θ of the crus bone with respect to the reference plane. The crus bone angle calculation unit 20 calculates the crus bone angle for both the current driving posture of the driver and the appropriate driving posture determined by the appropriate driving posture determination unit 10.

  Reference is again made to FIG. The driving influence determination unit 30 determines the degree of influence on the driver's pedal operation when the posture is changed from the current driving posture to an appropriate driving posture. The driving influence determination section 30 includes a pedal influence determination section (pedal influence determination means) 31 that determines the degree of influence on the pedal operation, and a steering influence determination section (steering influence determination means) 32 that determines the degree of influence on the steering operation. I have.

  The pedal influence determination unit 31 determines the change direction of the driver's lower leg bone angle when the posture is changed from the current driving posture to an appropriate driving posture based on the lower leg bone angle calculated by the lower leg bone angle calculating unit 20. The crus bone angle is calculated from both crus bone angles calculated by the crus bone angle calculation unit 20. The pedal influence determination unit 31 is configured to determine the degree of influence on the driver's pedal operation based on the obtained change direction of the lower leg bone angle.

  Here, the change direction of the lower leg bone angle indicates whether the lower leg bone angle becomes larger, smaller, or hardly changed when the current driver's driving posture is changed to an appropriate driving posture. Is. That is, the pedal influence determination unit 31 calculates the crus bone angle at the time of posture change from the crus bone angle in the current driving posture of the driver calculated by the crus bone angle calculation unit 20 and the crus bone angle in an appropriate driving posture. Is increased, decreased, or hardly changed (that is, the change direction of the crus bone angle). Then, the pedal influence determining unit 31 determines the degree of influence on the pedal operation based on whether the crus bone angle is increased or decreased.

  Hereinafter, the degree of influence on the pedal operation will be described in detail. Since the driver often puts his or her foot on the accelerator pedal during driving, the following description will be made by taking an accelerator pedal as an example.

  In the present embodiment, when the driver is changed to an appropriate driving posture, the pedal influence determination unit 31 determines that the pedal depression direction is affected when the crus angle increases, and the crus angle decreases. Sometimes it is determined that the direction of releasing the pedal is affected. If the pedal depression direction is affected, the pedal influence determination unit 31 determines that there is a possibility of unintended acceleration, and determines that the degree of influence is high. In addition, when there is an influence on the direction in which the pedal is released, the pedal influence determination unit 31 determines that there is a possibility that the unintended pedal operation may be stopped. Compared to a certain case, the degree of influence is judged low. Furthermore, the pedal influence determination unit 31 determines the lowest degree of influence on the pedal operation when the crus bone angle hardly changes even when the pedal is changed to an appropriate driving posture.

  As described above, the pedal influence determination unit 31 determines the degree of influence on the pedal operation when the pedal is changed to an appropriate driving posture. The pedal influence determination unit 31 determines the degree of influence on the pedal operation from the inter-vehicle distance from the preceding vehicle and the relative vehicle speed in addition to the crus bone angle. For example, when the pedaling direction is affected and the distance to the preceding vehicle is short, the vehicle approaches the vehicle even though it is close to the preceding vehicle. For this reason, the pedal influence determining unit 31 determines the degree of influence higher as the distance from the preceding vehicle is shorter. Similarly, the pedal influence determination unit 31 determines that the degree of influence is high when the host vehicle is approaching the preceding vehicle with respect to the relative vehicle speed. As described above, the pedal influence determining unit 31 can more appropriately determine the degree of influence on the pedal operation by considering the inter-vehicle distance and the relative vehicle speed with respect to the preceding vehicle in the posture change.

  In addition, the pedal influence determination unit 31 is configured to obtain the degree of freedom of the crus bone angle indicating the difference between both crus bone angles calculated by the crus bone angle calculation unit 20. Moreover, the pedal influence determination part 31 determines the influence degree to a driver | operator's pedal operation based on the freedom degree of a crus bone angle. Here, when the difference between the two, that is, the degree of freedom of the crus bone angle is large, the degree of influence on the pedal operation tends to increase when the posture is changed to an appropriate driving posture. The pedal influence determining unit 31 determines the degree of influence on the pedal operation of the driver from such a tendency, and more appropriately obtains the degree of influence on the pedal operation. This point will be specifically described.

  First, if the degree of influence on pedal operation obtained without considering the above-mentioned degree of freedom is assumed to be a temporary influence degree, and the degree of influence on pedal operation obtained considering the degree of freedom is assumed to be a true influence degree, The determination part 31 calculates | requires a true influence degree from the freedom degree of a lower leg bone angle, after calculating | requiring a temporary influence degree. That is, the pedal influence determination unit 31 obtains the true influence degree from the relational expression E = C × G. Here, E is the true influence degree, C is a coefficient corresponding to the liberation degree, and G is the temporary influence degree. The pedal influence determining unit 31 obtains the degree of influence on the pedal operation with higher accuracy from the above formula.

  FIG. 3 is a graph showing the correlation between the degree of liberation and a coefficient corresponding to the degree of liberation. As shown in the figure, the coefficient C corresponding to the degree of liberation is the smallest “1” at the degree of liberation “0”, and increases as the degree of liberation increases from “0”. Therefore, when the degree of liberation of the lower leg bone angle is large (exactly when the absolute value of the degree of liberation is large in FIG. 3), the degree of influence on the pedal operation is increased when the posture is changed to an appropriate driving posture. As described above, the pedal influence determining unit 31 appropriately and accurately determines the degree of influence on the pedal operation when changing to an appropriate driving posture.

  Reference is again made to FIG. The steering influence determination unit 32 determines the degree of influence on the driver's steering operation when the posture is changed from the current driving posture to an appropriate driving posture. In other words, the steering influence determination unit 32 determines the degree of influence on the steering operation based on the current driver's shoulder position and the shoulder position when the posture is changed to an appropriate driving posture.

  Here, the driver tends to be difficult to perform the steering operation when the shoulder position is away from the steering, and then, when the shoulder position approaches the steering, the driver tends to be difficult to perform the steering operation. When there is almost no change in the shoulder position, the influence on the steering operation is minimized. For this reason, the steering influence determination unit 32 determines the degree of influence high when the shoulder position moves away from the steering, and determines the degree of influence medium when the shoulder position approaches the steering. Further, the steering influence determination unit 32 determines that the degree of influence is low when the positional relationship between the shoulder position and the steering hardly changes.

  In addition to the shoulder position, the steering influence determination unit 32 determines the degree of influence on the driver's steering operation based on the distance from the host vehicle to the lane edge and the steering angle of the steering. Here, if the steering angle of the steering is large and the shoulder position changes, the steering operation tends to be more difficult. In addition, when it becomes difficult for the driver to perform the steering operation, it becomes difficult to perform the vehicle control as intended. Therefore, it can be said that the influence becomes large when the distance from the own vehicle to the lane edge is short. On the other hand, if the distance from the host vehicle to the lane edge is long, even if it is difficult for the driver to perform the steering operation, the influence is small. For this reason, by considering these circumstances, the steering influence determination unit 32 can more appropriately determine the degree of influence on the steering operation.

  Further, the steering influence determination unit 32 determines the degree of freedom of the shoulder position indicating the difference between the current driver's shoulder position and the shoulder position when the posture is changed to the proper driving posture determined by the appropriate driving posture determination means. Based on this, the degree of influence on the pedal operation of the driver is determined. Here, when the difference between the two, that is, the degree of freedom of the shoulder position is large, the degree of influence on the steering operation tends to increase when the posture is changed to an appropriate driving posture. The steering influence determination unit 32 determines the degree of influence on the steering operation of the driver from such a tendency, and more appropriately determines the degree of influence on the steering operation. About this point, it is the same as the liberation degree of the above-mentioned crus bone angle. That is, the steering influence determination unit 32 executes the relational expression E = C × G. Further, the coefficient C is the same as that shown in FIG.

  The in-vehicle device operation state determination unit 40 acquires operation information of the car navigation, audio, visual device, and air conditioner. Here, the operation information includes operation history information indicating the operated content and operation type information indicating which device has been operated. The in-vehicle device operation state determination unit 40 is configured to determine whether or not the driver is operating the in-vehicle device based on the acquired operation information. Note that the in-vehicle device operation state determination unit 40 only needs to be configured to acquire information on any one or more of the above-described in-vehicle devices, and the vehicle does not need to be equipped with all of the above devices. . Moreover, you may provide the other vehicle equipment.

  The driving posture change determination unit 50 puts the driver in an appropriate driving posture based on the degree of influence determined by the pedal influence determination unit 31 and the steering influence determination unit 32 and the determination result by the in-vehicle device operation state determination unit 40. It is determined whether or not to change. For example, when the influence degree determined by the pedal influence determination part 31 and the steering influence determination part 32 is large, the driving posture change determination part 50 does not change the posture so as not to hinder the driving operation. To do. In addition, when the driver is operating the in-vehicle device, the driving posture change determination unit 50 changes the posture and changes the driving posture because the driver is likely to have extended his arm and the driving posture has collapsed. In order not to collapse further, the posture will not be changed. Thus, the present apparatus 1 can appropriately control the driving posture in consideration of the influence on the driving operation and the operation on the in-vehicle device.

  If the driving posture change control unit 60 determines that the driving posture change determination unit 50 changes the driving posture to an appropriate driving posture, the driving posture change control unit 60 changes the position and angle of the driver's seat / steering 70 to change the driver's posture. It is something to change.

  Here, when the driving posture change determination unit 50 determines that the driver is to be changed to an appropriate driving posture, the degree of influence on the driving operation determined by the driving influence determination unit 30 exceeds a specified value. When the degree of influence is less than or equal to the specified value, the change speed is made slower than the normal speed, which is the change speed when changing the posture. For this reason, the driving posture change control unit 60 changes the state of the driver's seat / steering 70 at the changed speed that is slowed down. Thereby, when it is calculated that the degree of influence on the driving operation due to the posture change is large, the posture is slowly changed, and the influence on the driving operation can be substantially reduced.

  The apparatus 1 is configured by a CPU in terms of hardware, and the CPU stores a ROM that stores a program corresponding to each of the units 10 to 70 in advance, and a RAM that stores a program, data, and the like when executing various programs. Built in.

  FIG. 4 is a configuration diagram of a driving posture control system including the driving posture control device 1 according to the present embodiment. As shown in the figure, the driving posture control device 1 is connected to an in-lane position detection device 100 and inputs information detected by the in-lane position detection device 100. The in-lane position detection device 100 detects the position of the host vehicle in the lane and obtains the distance from the host vehicle to the end of the lane. This detection device 100 is connected to a camera 110 that captures the outside of the vehicle, and obtains the distance from the host vehicle to the lane edge based on the captured image from the camera 110.

  The driving posture control device 1 is connected to the preceding vehicle detection device 120 and inputs information detected by the preceding vehicle detection device 120. The preceding vehicle detection device 120 detects a preceding vehicle located in front of the host vehicle and obtains an inter-vehicle distance and a relative vehicle speed from the preceding vehicle. The preceding vehicle detection device 120 is connected to the ultrasonic transmitter 130 and the ultrasonic receiver 140, and receives the ultrasonic wave at the time when the ultrasonic transmitter 130 emits the ultrasonic wave and the ultrasonic receiver 140. The inter-vehicle distance from the preceding vehicle is obtained from the determined time. The preceding vehicle detection device 120 obtains the relative vehicle speed using the Doppler effect.

  The driving posture control device 1 is connected to the rudder angle sensor 150 and receives information on the steering angle. In addition, the driving posture control device 1 is connected to the slide position detection sensor 160 and receives information on the front and rear slide positions of the driver's seat 70a. Receiving this information, the driving posture control device 1 determines the current driving posture of the driver. Note that the current driving posture of the driver is not limited to being obtained from the slide position, but may be obtained by photographing the driver with a vehicle interior camera.

  Furthermore, the driving posture control device 1 is connected to the in-vehicle device 170 and is configured to input operation information. Then, the driving posture control device 1 acquires information on the type of road that is running, the number of lanes, and information on the road width from the car navigation in the in-vehicle device 170. In addition, the driving posture control apparatus 1 acquires information on the gear position and the vehicle speed from the various sensors 170. Then, the driving posture control device 1 controls the driving posture of the driver from the acquired information as described above.

  FIG. 5 is a flowchart showing an outline of the operation of the driving posture control apparatus 1 according to the present embodiment. As shown in the figure, in the driving attitude control device 1, first, the appropriate driving attitude determination unit 10 determines the appropriate driving attitude of the driver (ST1).

  FIG. 6 is a flowchart showing details of step ST1 shown in FIG. First, the appropriate driving posture determination unit 10 acquires road type information (ST11). At this time, the appropriate driving posture determination unit 10 acquires information on the road type at the current location and information on the road type ahead of Lm (for example, 200 m).

  Next, the appropriate driving posture determination unit 10 determines whether the information on the road type at the current point matches the information on the road type Lm ahead (ST12). Here, when both information corresponds (ST12: YES), the appropriate driving posture determination unit 10 determines that the current driving posture is an appropriate posture (ST13). Then, the process shown in FIG. 6 ends, and the process of step ST2 of FIG. 5 is executed.

  On the other hand, when the information on the road type at the current location is different from the information on the road type at the Lm destination (ST12: NO), it is determined whether the current road type is a general road and the road type at the Lm destination is a highway. (ST13). Here, when it is determined that the current road type is a general road and the road type Lm ahead is a highway (ST13: YES), the appropriate driving posture determination unit 10 has a proper driving posture for the highway. It is determined that there is (ST14). Then, the process shown in FIG. 6 ends, and the process of step ST2 of FIG. 5 is executed. Note that the expressway posture refers to a posture capable of obtaining a fatigue reduction effect for a long time driving.

  On the other hand, when it is determined that the current road type is a general road and the road type Lm ahead is not a highway (ST13: NO), the appropriate driving posture determination unit 10 is the road type Lm ahead when the current road type is a highway. It is determined whether or not is a general road (ST15). Here, when it is determined that the current road type is an expressway and the road type ahead of Lm is a general road (ST15: YES), the proper driving posture determination unit 10 is a driving posture in which the tension posture for the general road is appropriate. (ST16). Then, the process shown in FIG. 6 ends, and the process of step ST2 of FIG. 5 is executed.

  The tension posture for a general road is a general posture that is neither an expressway nor a narrow road, and is a posture that is somewhat tensioned. If the driver is relaxed on the highway and is in a relaxed state even after entering the general road, the driver cannot realize the change of the road type and cannot be said to be appropriate. For this reason, the appropriate driving posture determination unit 10 determines that the posture with a slight sense of tension is an appropriate posture, and if the posture is changed in a later process, the driver feels that the driver has got off the expressway. I am doing so.

  When it is determined that the current road type is an expressway and the road type Lm ahead is not a general road (ST15: NO), the appropriate driving posture determination unit 10 is a general road and the road type Lm ahead Is determined to be a narrow road (ST17). Here, when it is determined that the current road type is a general road and the road type ahead of Lm is a narrow road (ST17: YES), the appropriate driving posture determination unit 10 has a proper driving posture for the narrow road. It is determined that there is (ST18). Then, the process shown in FIG. 6 ends, and the process of step ST2 of FIG. 5 is executed. In addition, a narrow road attitude | position means the attitude | position where the driver | operator's eyes | visual_axis position became high upward.

  If it is determined that the current road type is a general road and the road type Lm ahead is not a narrow road (ST17: NO), the appropriate driving posture determination unit 10 determines that the current road type is a narrow road and the road type Lm ahead is It is determined whether the road is a general road (ST19). Here, when it is determined that the current road type is a narrow road and the road type Lm ahead is a general road (ST19: YES), the appropriate driving posture determination unit 10 is a driving posture in which the relaxing posture for the general road is appropriate. (ST20). Then, the process shown in FIG. 6 ends, and the process of step ST2 of FIG. 5 is executed.

  The relaxed posture for general roads is a general posture that is neither a highway nor a narrow road, and is a slightly relaxed posture. On narrow roads, the driver has a sense of tension so as not to rub the vehicle against the wall, etc., and it is appropriate that the driver can not feel the change of the road type if it is in a tension state even after entering the general road. Absent. For this reason, the appropriate driving posture determination unit 10 determines that the slightly relaxed posture is an appropriate posture, and when the posture is changed in a later process, the driver is made to feel that the driver has finished the narrow road driving. ing.

  When it is determined that the current road type is a narrow road and the road type Lm ahead is not a general road (ST19: NO), the appropriate driving posture determination unit 10 determines that the appropriate driving posture is unknown. Then, the process shown in FIG. 6 ends, and the process of step ST2 of FIG. 5 is executed.

  Reference is again made to FIG. After determining an appropriate driving posture as described above, the driving posture change determining unit 50 determines whether or not the appropriate driving posture matches the current driving posture (ST2). If the appropriate driving posture matches the current driving posture (ST2: YES), there is no need to change the posture, so the processing returns to step ST1 without executing the subsequent processing. On the other hand, when the appropriate driving posture does not match the current driving posture (ST2: NO), the pedal influence determination unit 31 obtains the degree of influence on the pedal operation accompanying the posture change (ST3).

  FIG. 7 is a flowchart showing details of step ST3 shown in FIG. As shown in the figure, the pedal influence determination unit 31 determines whether or not there is a change in the driver's hip position when the posture is changed to an appropriate driving posture (ST31). Here, when there is no change in the hip position (ST31: NO), since the influence is small even if the posture is changed, the pedal influence determination unit 31 determines that the influence degree is “low” (ST32) and is shown in FIG. The process ends.

  On the other hand, when there is a change in the driver's hip position (ST31: YES), the pedal influence determining unit 31 adds an influence value in the processing of the following steps ST33 to ST37, and the pedal is determined from this influence value. Determine the impact on the operation.

  That is, the pedal influence determination unit 31 determines how the crus bone angle changes when the posture is changed (ST33). Here, when the crus bone angle decreases with a change in posture (for example, when it decreases by 1 ° or more), the pedal influence determination unit 31 determines that there is an influence on the direction in which the pedal is released (ST33: release the pedal). The pedal influence determination unit 31 determines the relative vehicle speed with respect to the preceding vehicle, sets the influence value to “+ f1” when the relative vehicle speed is maintained, and sets the influence value to “+ f1” when the relative vehicle speed acts in the approaching direction. + F2 ”. When the relative vehicle speed is acting in the direction of separation, the influence value is set to “+ f3” (ST34). Then, the process proceeds to step ST37. The relative vehicle speed is determined to be maintained if the speed difference from the preceding vehicle is within Y km / h.

  In addition, even if there is a change in posture, when the crus bone angle hardly changes (for example, when the change is less than 1 °), the pedal influence determination unit 31 determines that there is no change (ST33: no change). The pedal influence determination unit 31 determines the relative vehicle speed with respect to the preceding vehicle, sets the influence value to “+ n1” when the relative vehicle speed is maintained, and sets the influence value to “+ n1” when the relative vehicle speed acts in the approaching direction. + N2 ”. When the relative vehicle speed is acting in the direction of separation, the influence value is set to “+ n3” (ST35). Then, the process proceeds to step ST37.

  Further, when the crus bone angle increases (for example, increases by 1 ° or more) with the posture change, the pedal influence determination unit 31 determines that there is an influence on the direction in which the pedal is depressed (ST33: pedal depression). Then, the pedal influence determination unit 31 determines the relative vehicle speed with respect to the preceding vehicle, sets the influence value to “+ r1” when the relative vehicle speed is maintained, and sets the influence value to “+ r1” when the relative vehicle speed acts in the approach direction. + R2 ”. When the relative vehicle speed is acting in the direction of separation, the influence value is set to “+ r3” (ST36). Then, the process proceeds to step ST37.

  Reference is now made to FIG. FIG. 8 is an explanatory diagram showing a specific example of influence values in steps ST34 to ST36 of FIG. As shown in the figure, the influence value shows the largest value when the crus bone angle becomes large and the direction in which the pedal is depressed is affected. That is, since it acts in the direction in which the pedal is depressed, there is a possibility of unintentional acceleration, and the influence value is high.

  Next, the influence value shows an intermediate value when the crus bone angle becomes small and the direction in which the pedal is released is affected. If there is an effect on the direction in which the pedal is released, it may lead to unintended pedal operation, but this will lead to deceleration, so it can be said that the impact value is lower than when the direction in which the pedal is depressed is affected. is there. Furthermore, when the crus bone angle hardly changes, the degree of influence on the pedal operation is the lowest. If the crus bone angle does not change at all, the influence value may be set to “0”.

  The influence value is the highest value when the relative vehicle speed indicates the approach direction. Next, the influence value shows an intermediate value when the relative vehicle speed indicates the departure direction, and shows a low value when the relative vehicle speed is maintained. In other words, it is important to keep the relative vehicle speed constant with respect to the preceding vehicle for traveling, but it is necessary to adjust the relative vehicle speed when the relative vehicle speed is acting in the approaching or leaving direction. The effects of pedal operation and discontinuation are not significant. In particular, when the relative vehicle speed is acting in the approaching direction, early adjustment is necessary so as not to approach the preceding vehicle too much, so the influence value becomes large.

  Reference is again made to FIG. As described above, after determining the influence value from the crus bone angle and the relative vehicle speed, the pedal influence determination unit 31 adds the influence value based on the inter-vehicle distance D in step ST37 (ST37). That is, the pedal influence determination unit 31 sets the influence value to “+ d1” when the inter-vehicle distance D with the preceding vehicle is greater than or equal to the threshold value D1 (eg, 50 m), and the inter-vehicle distance D is less than the threshold value D1 and greater than or equal to the threshold value D2 (eg, 20 m). In this case, the influence value is set to “+ d2”. When the inter-vehicle distance D is less than the threshold value D2, the influence value is set to “+ d3” (ST37).

  Reference is now made to FIG. FIG. 9 is an explanatory diagram showing a specific example of the influence value in step ST37 of FIG. As shown in the figure, the influence value becomes larger as the inter-vehicle distance D becomes shorter. It is because the distance between the vehicles is short when there is an unintended pedal operation.

  FIG. 10 is an explanatory diagram showing influence values obtained at the end of the process of step ST37 shown in FIG. As shown in the figure, by adding the influence value, the influence value indicating the degree of influence on the pedal operation is calculated from all of the crus bone angle, the relative vehicle speed, and the inter-vehicle distance. At this time, a more accurate influence value may be obtained using the degree of freedom shown in FIG.

  Reference is again made to FIG. After the influence value is obtained as described above, the pedal influence determination unit 31 determines which posture is the appropriate driving posture (ST38). And the pedal influence judgment part 31 sets the threshold value for judging an influence degree according to this judgment. That is, when the pedal influence determining unit 31 determines that the appropriate driving posture is a highway posture (ST38: high-speed posture), the threshold value 1 is set to α1, and the threshold value 2 is set to β1 (ST39). The threshold value 1 is a threshold value for determining whether the degree of influence on the pedal operation is “large” or “medium”, and the threshold value 2 is the degree of influence on the pedal operation. Or “small”.

  Here, the speed of the highway is higher than that of the general road. For this reason, when the appropriate driving posture is a highway posture, even if there is an unintended pedal operation due to the posture change, the amount of change in the vehicle speed due to the posture change is relatively small in terms of the overall vehicle speed. Therefore, α1 and β1 which are the values of the thresholds 1 and 2 are relatively high numerical values. Specifically, α1 is “10” and β1 is “8”.

  Further, when the pedal influence determining unit 31 determines that the proper driving posture is the tension posture for the general road (ST38: general tension posture), the threshold value 1 is set to α2, and the threshold value 2 is set to β2 (ST40). Here, although the vehicle speed is lower on the general road than the highway, the vehicle speed is higher than that on the narrow road. For this reason, when an appropriate driving posture is a tension posture for a general road, it can be determined that the influence of an unintended pedal operation is relatively small. Therefore, α2 and β2 which are the values of the thresholds 1 and 2 are slightly higher values. Specifically, α2 is “8” and β2 is “6”.

  Further, when the pedal influence determining unit 31 determines that the appropriate driving posture is the relaxing posture for the general road (ST38: general relaxing posture), the threshold value 1 is set to α3, and the threshold value 2 is set to β3 (ST41). Here, although the vehicle speed is lower on the general road than the highway, the vehicle speed is higher than that on the narrow road. In addition, it is considered that the vehicle speed is lower when moving from a narrow road to a general road than when moving from a highway to a general road. For this reason, when the appropriate driving posture is a relaxed posture for general roads, it can be determined that the influence of an unintended pedal operation is somewhat high. Therefore, α3 and β3 which are the values of the thresholds 1 and 2 are relatively small numerical values. Specifically, α3 is “6” and β3 is “5”.

  Further, when the pedal influence determination unit 31 determines that the proper driving posture is the narrow road posture (ST38: narrow road posture), the threshold value 1 is set to α4, and the threshold value 2 is set to β4 (ST42). Here, the vehicle speed is considerably reduced on narrow roads. For this reason, when the appropriate driving posture is a narrow road posture, it can be determined that the influence of an unintended pedal operation is great. Therefore, α4 and β4 which are the values of the thresholds 1 and 2 are small numerical values. Specifically, α4 is “5” and β4 is “4”.

  And after completion | finish of these steps ST39-ST42, a process transfers to step ST43. In step ST43, when the influence value is greater than or equal to the threshold value 1, the pedal influence determining unit 31 determines that the degree of influence on the pedal operation is “high”, and when the influence value is less than the threshold value 1 and greater than or equal to the threshold value 2, It is judged that the impact level is “medium”. If the influence value is less than the threshold value 2, it is determined that the degree of influence on the pedal operation is “low” (ST43).

  An example will be described with reference to FIG. First, it is assumed that threshold 1 is “9” and threshold 2 is “7”. In this case, the pedal influence determining unit 31 determines that the degree of influence on the pedal operation is “large” when the influence value is “9” or more (shaded intersection portion in FIG. 10). In addition, when it is less than “9” and “7” or more, it is determined that the degree of influence on the pedal operation is “medium” (shaded area in FIG. 10). Is determined (the portion without a line in FIG. 10).

  Reference is again made to FIG. After determining the degree of influence on the pedal operation, the steering influence determination unit 32 determines the degree of influence on the steering operation (ST4). FIG. 11 is a flowchart showing details of step ST4 shown in FIG. As shown in the figure, the steering influence determination unit 32 determines whether or not there is a change in the shoulder position of the driver when the posture is changed to an appropriate driving posture (ST51). Here, when there is no change in the shoulder position (ST51: NO), since the influence is small even if the posture is changed, the steering influence determination unit 32 determines that the influence degree is “low” (ST52), and is shown in FIG. The process ends.

  On the other hand, if there is a change in the driver's shoulder position (ST51: YES), the steering influence determination unit 32 adds an influence value in the processing of the following steps ST53 to ST57, and the pedal is determined from this influence value. Determine the impact on the operation.

  That is, the steering influence determination unit 32 determines how the distance between the shoulder position and the steering changes when the posture is changed (ST53). Here, when the distance decreases with the posture change, the steering influence determination unit 32 determines that the shoulder approaches the steering (ST53: approach). The steering influence determination unit 32 sets the influence value to “+ h1” when the distance to the lane edge is large (for example, 30 cm or more), and when the distance to the lane edge is medium (for example, 15 cm to 30 cm). If the value is less than the value, the influence value is “+ h2”. When the distance to the lane edge is small (for example, less than 15 cm), the influence value is set to “+ h3” (ST54). Then, the process proceeds to step ST57.

  If the distance between the shoulder position and the steering hardly changes even if the posture changes, the steering influence determination unit 32 determines that there is no change (ST53: no change). The steering influence determination unit 32 sets the influence value to “+ i1” when the distance to the lane edge is large, and sets the influence value to “+ i2” when the distance to the lane edge is medium. When the distance to the lane edge is small, the influence value is set to “+ i3” (ST55). Then, the process proceeds to step ST57.

  When the distance between the shoulder position and the steering increases with the posture change, the steering influence determining unit 32 determines that the shoulder is separated from the steering (ST53: separated). The steering influence determination unit 32 sets the influence value to “+ j1” when the distance to the lane edge is large, and sets the influence value to “+ j2” when the distance to the lane edge is medium. When the distance to the lane edge is small, the influence value is set to “+ j3” (ST56). Then, the process proceeds to step ST57.

  Reference is now made to FIG. FIG. 12 is an explanatory diagram showing a specific example of influence values in steps ST54 to ST56 of FIG. As shown in the figure, the influence value shows the largest value when the shoulder position moves away from the steering. Further, the influence value shows a medium value when the shoulder position approaches the steering, and when the positional relationship between the shoulder and the steering hardly changes, the influence value on the steering operation becomes low. When the positional relationship between the shoulder and the steering is not changed at all, the influence value may be set to “0”.

  Here, the influence value is determined as described above depending on the human physical structure. That is, the driver tends to be difficult to perform the steering operation when the shoulder position is away from the steering, and then tends to be difficult to perform the steering operation when the shoulder position approaches the steering. This is because when there is almost no change in the shoulder position, the influence on the steering operation is minimized.

  Furthermore, the influence value shows a larger value as the distance to the lane edge is smaller. In other words, the steering operation is affected by the posture change, and the case where an unintended operation is performed is affected when the distance to the lane edge is small.

  FIG. 11 will be referred to again. As described above, after obtaining the influence value from the distance between the shoulder position and the steering wheel and the distance to the oblique line end, in step ST57, the steering influence determination unit 32 adds the influence value based on the steering angle (ST57). ). That is, the steering influence determination unit 32 sets the influence value to “+ k1” when the current steering angle is large, and sets the influence value to “+ k2” when the steering angle is medium. When the steering angle is small, the influence value is set to “+ k3” (ST57).

  Reference is now made to FIG. FIG. 13 is an explanatory diagram showing a specific example of the influence value in step ST57 of FIG. As shown in the figure, the influence value becomes larger as the steering angle becomes larger. When the current steering angle is large, it indicates that the vehicle is traveling in a curve section. When the steering operation is difficult due to a change in posture, the person traveling in the curve section is more affected than traveling on a straight road. Is considered to be large.

  FIG. 14 is an explanatory diagram showing influence values obtained at the end of the process of step ST57 shown in FIG. As shown in the figure, by adding the influence value, the influence value indicating the degree of influence on the steering operation is calculated from all the distance between the shoulder position and the steering, the distance to the lane edge, and the steering angle. It will be. At this time, a more accurate influence value may be obtained using the degree of freedom shown in FIG.

  FIG. 11 will be referred to again. After the influence value is obtained as described above, the steering influence determination unit 32 determines which posture is an appropriate driving posture (ST58). Then, the steering influence determination unit 32 sets a threshold value for determining the influence degree according to this determination. In other words, when the steering influence determination unit 32 determines that the appropriate driving posture is a highway posture (ST58: high-speed posture), the threshold 3 is set to γ1 and the threshold 4 is set to ε1 (ST59). The threshold value 3 is a threshold value for determining whether the influence degree to the steering operation is “large” or “medium”, and the threshold value 4 is the influence degree to the steering operation is “medium”. Or “small”.

  Here, the speed of the highway is higher than that of the general road. For this reason, when the proper driving posture is a posture for an expressway, if there is an unintended steering operation due to a posture change, the vehicle behavior will change greatly. Therefore, γ1 and ε1 which are threshold values 3 and 4 are relatively low values, specifically, γ1 is “5” and ε1 is “4”.

  Further, when the steering influence determining unit 32 determines that the proper driving posture is the tension posture for a general road (ST38: general tension posture), the threshold 3 is set to γ2, and the threshold 4 is set to ε2 (ST60). Here, although the vehicle speed is lower on the general road than the highway, the vehicle speed is higher than that on the narrow road. In addition, it is considered that the vehicle speed is higher when moving from a highway to a general road than when moving from a narrow road to a general road. For this reason, when the appropriate driving posture is a tension posture for a general road, it can be determined that the influence of an unintended steering operation is slightly high. Accordingly, γ2 and ε2 which are the values of the thresholds 1 and 2 are relatively small numerical values. Specifically, γ2 is “6” and ε2 is “5”.

  When the steering influence determining unit 32 determines that the appropriate driving posture is the relaxing posture for the general road (ST58: general relaxing posture), the threshold 3 is set to γ3 and the threshold 4 is set to ε3 (ST61). Here, although the vehicle speed is lower on the general road than the highway, the vehicle speed is higher than that on the narrow road. Moreover, when moving from a narrow road to a general road, the vehicle speed is considered to be lower than when moving from a highway to a general road. For this reason, when the proper driving posture is a relaxed posture for general roads, it can be determined that the influence of an unintended steering operation is relatively small. Accordingly, γ3 and ε3 which are the values of the thresholds 3 and 4 are slightly higher values, specifically, γ3 is “8” and ε3 is “6”.

  Further, when the steering influence determination unit 32 determines that the proper driving posture is the narrow road posture (ST58: narrow road posture), the threshold 3 is set to γ4, and the threshold 4 is set to ε4 (ST62). Here, the vehicle speed is considerably reduced on narrow roads. For this reason, when the proper driving posture is a relaxed posture for general roads, it can be determined that the influence of an unintended steering operation is relatively small. Therefore, γ4 and ε4, which are the values of the thresholds 3 and 4, are high numerical values. Specifically, γ4 is “10”, and ε4 is “8”.

  And after completion | finish of these steps ST59-ST62, a process transfers to step ST63. In step ST63, when the influence value is greater than or equal to the threshold value 3, the steering influence determination unit 32 determines that the influence degree to the steering operation is “high”. When the influence value is less than the threshold value 3 and greater than or equal to the threshold value 4, It is judged that the impact level is “medium”. If the influence value is less than the threshold value 4, it is determined that the degree of influence on the steering operation is “low” (ST63).

  An example will be described with reference to FIG. First, it is assumed that threshold 3 is “9” and threshold 4 is “7”. In this case, the steering influence determination unit 32 determines that the influence degree to the steering operation is “high” when the influence value is “9” or more (shaded intersection portion in FIG. 14). In addition, when it is less than “9” and “7” or more, it is determined that the influence degree to the steering operation is “medium” (shaded area in FIG. 14), and when it is less than “7”, the influence degree to the steering operation is “small”. Is determined (the portion without a line in FIG. 14).

  Reference is again made to FIG. After determining the degree of influence on the steering operation, the in-vehicle device operation state determination unit 40 determines the operation state of the in-vehicle device 170 (ST5). FIG. 15 is a flowchart showing details of step ST5 shown in FIG. As shown in the figure, the in-vehicle device operation state determination unit 40 acquires information on the switch state of the in-vehicle device 170 (ST71). Next, the in-vehicle device operation state determination unit 40 determines whether there is a switch that is currently pressed (ST72).

  If there is a switch that is currently pressed (ST72: YES), the in-vehicle device operation state determination unit 40 determines that the switch is being operated (ST73), and ends the process shown in FIG. On the other hand, if there is no switch that is currently pressed (ST72: NO), the in-vehicle device operation state determination unit 40 refers to the operation history from the present to T seconds before, and was the switch pressed within T seconds? It is determined whether or not (ST74).

  Here, when the switch has not been pressed within T seconds (ST74: NO), the in-vehicle device operation state determination unit 40 determines that there is no switch operation (ST75), and ends the processing shown in FIG. On the other hand, when the switch is pressed within T seconds (ST74: YES), the in-vehicle device operation state determination unit 40 determines whether or not to continue the operation from the operation history and the type of the operated device ( ST76).

  When it is determined that the operation is not continued (ST76: NO), the in-vehicle device operation state determination unit 40 determines that there is no switch operation (ST75), and ends the process shown in FIG. On the other hand, when the operation continues later like a navigation menu command, it is determined that the operation is continued (ST76: YES), and it is determined that the switch is being operated (ST73). And a process transfers to step ST6 of FIG.

  In step ST6, it is determined whether or not to change the posture based on the degree of influence on the pedal operation, the degree of influence on the steering operation, and the operation status on the in-vehicle device 170 obtained in steps ST3 to ST7. The Further, when the posture is changed, the speed of the change is determined.

  FIG. 16 is a flowchart showing details of step ST6 shown in FIG. As shown in the figure, the driving posture change determination unit 50 determines whether or not the in-vehicle device 170 is being operated (ST61). Here, when the in-vehicle device 170 is being operated (ST81: YES), the driving posture change determination unit 50 determines that the posture change is not possible (ST82), and ends the processing shown in FIG.

  When it is determined that the in-vehicle device 170 is not being operated (ST81: NO), the driving posture change determination unit 50 has the influence degree to the pedal operation determined by the pedal influence determination unit 31 as “large”, “medium”, and “ It is determined whether it belongs to “small” (ST83). Here, when it is determined that the degree of influence on the pedal operation is “high” (ST83: large), the driving posture change determination unit 50 determines that the posture change is not possible (ST82), and is shown in FIG. The process ends. Thus, the driving posture change determination unit 50 does not change the posture itself when the degree of influence on the pedal operation is determined to be “high”, that is, when the degree of influence on the pedal operation exceeds a predetermined value. .

  Further, when it is determined that the degree of influence on the pedal operation is “medium” (ST83: middle), the driving posture change determination unit 50 has the degree of influence on the steering operation of “large”, “medium”, and “small”. It is judged whether it belongs to any of these (ST84). When it is determined that the degree of influence on the steering operation is “high” (ST84: large), the driving posture change determination unit 50 determines that the posture change is not possible (ST82), and is shown in FIG. The process ends. As described above, the driving posture change determination unit 50 determines the posture when the degree of influence on the steering operation is “high”, that is, when the degree of influence on the steering operation exceeds a predetermined value, as in the case of the pedal. The change itself is not allowed.

  On the other hand, when it is determined that the degree of influence on the steering operation is “medium” (ST84: middle), the driving posture change determining unit 50 determines that the posture is changed to an appropriate driving posture and changes the posture at that time. The speed is obtained by speed change mode A (ST85). Then, the process shown in FIG. 16 ends. When it is determined that the degree of influence on the steering operation is “small” (ST84: small), the driving posture change determining unit 50 determines that the posture is changed to an appropriate driving posture, and the posture change at that time is changed. The speed is obtained by speed change mode B (ST85). Then, the process shown in FIG. 16 ends.

  By the way, when it is determined that the degree of influence on the pedal operation is “small” (ST83: small), the driving posture change determination unit 50 similarly has the degree of influence on the steering operation “high”, “medium”, and It is determined whether it belongs to “small” (ST87). If it is determined that the degree of influence on the steering operation is “high” (ST87: high), as described above, the degree of influence on the pedal operation exceeds the predetermined value. Then, the posture change itself is not allowed (ST82), and the processing shown in FIG.

  On the other hand, when it is determined that the degree of influence on the steering operation is “medium” (ST87: medium), the driving posture change determination unit 50 determines that the posture is changed to an appropriate driving posture and changes the posture at that time. The speed is obtained by speed change mode A (ST85). Then, the process shown in FIG. 16 ends. When it is determined that the degree of influence on the steering operation is “small” (ST87: small), the driving posture change determining unit 50 determines that the posture is changed to an appropriate driving posture, and the posture change at that time is changed. The speed is determined as the normal speed (ST88). Then, the process shown in FIG. 16 ends. In step ST88, the driving posture change determination unit 50 may increase the posture changing speed within a range that does not interfere.

  FIG. 17 is an explanatory diagram showing the relationship between the degree of influence of driving operation and the state of posture change, where (a) shows the degree of influence, speed change mode, and the like, and (b) shows the control object. As shown in FIG. 5A, when the degree of influence on the pedal operation or the steering operation is “large”, the driving posture change determination unit 50 determines that no posture change is performed.

  When the degree of influence on the pedal operation and the steering operation is “medium”, as shown in FIG. 17A, the driving posture change determination unit 50 determines that the posture change is performed, and at the time of changing the posture. The speed of change is determined by speed change mode A. And the driving posture control apparatus 1 makes the change speed at the time of attitude | position change slower than a normal speed by the subsequent process about the control target object related to hip position and shoulder position.

  That is, the driving posture change determination unit 50 slows down the changing speed of the slide mechanism and the lifter mechanism of the driver's seat 70a, which is the control object related to the hip position shown in FIG. Further, the driving posture change control unit 60 includes a recliner mechanism, a middle folding mechanism, a slide mechanism and a lifter mechanism of the driver seat 70a, which are the control objects related to the shoulder position shown in FIG. Reduce the tilt change rate. Further, when the influence degree to the pedal operation is “small” and the influence degree to the steering operation is “medium”, the speed change mode A is also set, so that the change speed is decreased as described above.

  When the degree of influence on the pedal operation is “medium” and the degree of influence on the steering operation is “small”, the driving posture change determination unit 50 determines that the posture is changed, and changes when the posture is changed. The speed is obtained by speed change mode B. And the driving posture control apparatus 1 makes the change speed at the time of attitude | position change slower than a normal speed about the control target related to a hip position by a subsequent process. That is, the driving posture change determination unit 50 slows down the changing speed of the slide mechanism and the lifter mechanism of the driver's seat 70a, which is the control object related to the hip position shown in FIG. On the other hand, the driving posture change determination unit 50 sets normal speeds for the recliner mechanism, the folding mechanism, the telescopic mechanism, and the tilt excluding the slide mechanism and the lifter mechanism among the control objects related to the shoulder position.

  Further, when the degree of influence on the pedal operation or the steering operation is “small”, the driving posture change determination unit 50 determines that the posture is changed, and sets the change speed when changing the posture to the normal speed.

  As described above, the driving posture change determination unit 50 determines that the influence degree is the predetermined value when the influence degree to the driving operation determined by the driving influence determination part 30 is “medium”, that is, when the influence degree exceeds the specified value. In the following cases (when the degree of influence is “small”), the change speed is made slower than the normal speed, which is the change speed when changing the posture. As a result, even when it is calculated that the degree of influence on the driving operation due to the posture change is large, the posture can be slowly changed to substantially reduce the influence on the driving operation.

  When the influence on the pedal operation is “Small” and the influence on the steering operation is “Medium”, the control object related to the hip position is set to the normal speed, and only the control object related to the shoulder position is used. It may be determined whether the change rate can be slowed down. In this case, the driving posture change determination unit 50 determines the change speed of the slide mechanism and the lifter mechanism of the driver's seat 70a as the normal speed, and among the control objects related to the shoulder position, the recliner mechanism excluding the slide mechanism and the lifter mechanism, The speed will be slowed for the folding mechanism, telescopic and tilt.

  In practice, in the speed change mode A and the speed change mode B, the change speed is not necessarily slowed down, and the driving posture change determination unit 50 determines whether or not the change speed should be slowed down and slows down. If possible, it is also judged to what extent it can be delayed. Hereinafter, change speed determination processing in the speed change modes A and B will be described.

  FIG. 18 is a flowchart showing change speed determination processing in the speed change modes A and B. As shown in the figure, when determining the change speed at the time of posture change, the driving posture change determination unit 50 first obtains an allowable time until the driving posture is changed to an appropriate driving posture according to the driving environment of the host vehicle. .

  For example, in a narrow road, the seat cushion is moved upward so that a location closer to the vehicle can be visually recognized so that the vehicle and the components outside the vehicle do not interfere with each other. In this case, if it takes an enormous amount of time for the posture change, a situation such as having finished traveling on the narrow road before the posture suitable for the narrow road occurs, resulting in an unpleasant situation for the driver. For this reason, the driving posture change determination unit 50 obtains an allowable time so that an appropriate posture change can be performed.

  Specifically, the process is executed as shown in FIG. First, the driving posture change determination unit 50 determines a change in the driving environment of the host vehicle (ST91). Here, when it is determined that the driving environment of the host vehicle is changed from a highway to a general road (ST91: high speed → general), the driving posture change determination unit 50 determines the allowable time as “T1” (ST92).

  When it is determined that the driving environment of the host vehicle is changed from a general road to a highway (ST91: general → high speed), the driving posture change determination unit 50 determines the allowable time as “T2” (ST93). When it is determined that the driving environment of the host vehicle is changed from a general road to a narrow road (ST91: general → narrow road), the driving posture change determination unit 50 determines the allowable time as “T3” (ST94). Further, when it is determined that the driving environment of the host vehicle is changed from a narrow road to a general road (ST95: narrow road → general), the driving posture change determination unit 50 determines the allowable time as “T4” (ST95). And after completion | finish of step ST92-ST95, a process transfers to step ST96.

  Here, the allowable times T1 to T4 are determined as follows. First, the allowable time T2 when the driving environment changes from a general road to a highway will be described. Since there are many straight roads on highways and there are no signals, there are few places where the driver should be careful. For this reason, the driver tends to be psychologically relaxed. Therefore, even if the posture change continues for a long time when entering the expressway, the driver does not care. In particular, entering the expressway reduces the number of visible locations to be aware of, so there is no need to urgently change the posture so that the driver can quickly recognize the visible location. Therefore, the allowable time T2 is a long value, specifically about 60 seconds.

  The allowable time T2 may be changed according to the vehicle speed or the road environment ahead of the traveling direction. For example, the allowable time T2 may be shortened as the traveling speed is faster, and may be lengthened as the road ahead in the traveling direction is closer to a straight line.

  Next, the allowable time T1 when the driving environment changes from a highway to a general road will be described. On ordinary roads, there are more places to be aware of such as traffic lights and pedestrians than on expressways. For this reason, the driver tends to concentrate on driving with a slight tightening than when driving on the highway. Therefore, it is necessary to change the driving posture earlier than when entering the highway. In particular, on ordinary roads, it is necessary to complete the posture change as early as possible, because there are more opportunities to steer larger than an expressway and to pay attention to the front because the inter-vehicle distance is shorter than an expressway. Therefore, the allowable time T1 is shorter than the allowable time T2 when entering the highway, and specifically, about 30 seconds.

  Note that the allowable time T1 may be changed according to the vehicle speed and the road environment ahead in the traveling direction, similarly to T2. For example, the allowable time T1 may be shortened as the traveling speed is faster, and may be lengthened as the road ahead in the traveling direction is closer to a straight line. Further, when the road ahead in the traveling direction has a certain degree of curvature, the allowable time T1 may be determined from the distance and the traveling speed at which the curvature becomes a certain value or less. For example, it is assumed that the curvature R of the road ahead in the traveling direction from the local point to 300 m ahead is about “1000”, and then the curvature R becomes “500”. Further, it is assumed that the traveling speed is 60 km / h. In this case, the time to reach the point where the curvature R changes from “1000” to “500” without changing the traveling speed is about 16 seconds. Therefore, the allowable time T1 may be 16 seconds. However, the allowable time T1 may be obtained by changing the traveling speed until the curvature R changes from “1000” to “500” without making the traveling speed constant.

  Next, the allowable time T3 when the driving environment changes from a general road to a narrow road will be described. It is necessary to avoid rubbing the vehicle body against a wall or the like in a narrow road. For this reason, it is not desirable to change the posture over a long time after entering the narrow road, and it is necessary to complete the posture change at an early stage. Therefore, the allowable time T3 is the shortest, specifically about 10 seconds.

  Note that the allowable time T3 may also be changed according to the vehicle speed and the road environment ahead in the traveling direction, similarly to T2. For example, it is assumed that the road ahead in the traveling direction is a general road from the local point to 50 m ahead, and then becomes a narrow road. Furthermore, it is assumed that the traveling speed is 30 km. In this case, the time to reach the narrow road entry point from the local point is about 8 seconds. Therefore, the allowable time T3 may be 8 seconds. However, the allowable time T3 may be obtained by changing the traveling speed up to the narrow road entry point without making the traveling speed constant.

  Next, the allowable time T4 when the driving environment changes from a narrow road to a general road will be described. On ordinary roads, it is not necessary to change the posture quickly so that the vehicle body does not rub against the wall or the like when entering a narrow road. Therefore, the allowable time T4 is longer than that when entering a narrow road. In particular, the degree of tension given to the driver is high on narrow roads, and it is not desirable to maintain this tension state when entering a general road from narrow roads, so the posture is changed to relax somewhat. That is, urgency is not required for posture change. However, the general road is not relaxed compared to the highway, and if the posture change is performed for a long time, it becomes troublesome for the driver. Therefore, it is desirable that the allowable time T4 is slightly shorter, specifically, about 20 seconds. Similarly to T1, the allowable time T4 may be determined from the distance and the traveling speed at which the curvature becomes a certain value or less when the road ahead in the traveling direction has a certain degree of curvature.

  In step ST96, the driving posture change determination unit 50 obtains the required time (ST96). Here, the necessary time is a time required when the posture is changed to an appropriate driving posture at a normal speed. That is, the driving posture change determination unit 50 obtains the change amount of the seat state and the steering state until the driving posture is changed to an appropriate driving posture, and obtains the necessary time from the change amount and the normal speed.

  Next, the driving posture change determination unit 50 determines whether or not the allowable time is longer than the necessary time (ST97). If the allowable time is longer than the required time (ST97: YES), there is room for the posture change to be completed within the allowable time even if the seat state and the steering state are changed at a speed slower than the normal speed. On the other hand, if the allowable time is not longer than the required time (ST97: NO), changing the seat state and the steering state at a speed slower than the normal speed may provide an unpleasant situation for the driver. Can be. On the other hand, if the posture is changed at a speed higher than the normal speed, the influence on the driving operation will increase.

  Therefore, when the allowable time is not longer than the required time (ST97: NO), the driving posture change determination unit 50 determines the change speed at the time of the posture change as the normal speed (ST98). That is, the driving posture change determination unit 50 does not slow down the changing speed when changing the posture when the allowable time is less than the necessary time. Then, the process shown in FIG. 18 ends. In step ST98, when there is no problem, the speed may be changed at two-thirds the normal speed.

  On the other hand, when the allowable time is longer than the required time (ST97: YES), the driving posture change determination unit 50 makes the changing speed when changing the posture slower than the normal speed. Specifically, the driving posture change determination unit 50 determines whether or not the influence rate can be made equal to or less than a specified value by slowing the change speed (ST99). That is, the driving posture change determination unit 50 determines whether or not the influence rate can be made “small” by slowing the change speed. In detail, the driving posture change determination unit 50 determines whether or not the influence degree can be made “small” by making the change speed slower than the relational expression X = A × Y. Here, Y is an influence degree (influence value) when the posture is changed at a normal speed, A is a coefficient when the speed is slowed down, and X is an influence degree (influence value) when the speed is slowed down. is there.

  FIG. 19 is a graph showing the correlation between the change rate and the coefficient A. As shown in the figure, when the change rate is the normal rate, the coefficient A is “1”. Further, the coefficient A becomes smaller in proportion to the slower change speed, and the coefficient A becomes “0” at the change speed “0”. Based on this correlation, the driving posture change determination unit 50 determines whether or not the change rate can be slowed and the influence degree can be made “small” within the allowable time.

  Here, when it is determined that the influence rate can be made “small” within a permissible time by slowing down the change speed (ST99: YES), the driving posture change determination unit 50 performs a diagram so that the influence degree decreases to a specified value. Based on the 19 correlations, the change speed is decreased (ST100). Then, the process shown in FIG. 18 ends.

  On the other hand, when it is determined that the change rate is slowed down and the degree of influence cannot be made “small” within the allowable time (ST99: NO), the driving posture change determining unit 50 changes so that the posture change is completed over the allowable time. The speed is decreased (ST101). Then, the process shown in FIG. 18 ends.

  Reference is again made to FIG. As described above, after determining whether or not to change the posture and determining the change speed, the driving posture change determination unit 50 transmits information to that effect to the driving posture change control unit 60. Then, the driving posture change control unit 60 determines whether or not to execute the change (ST7). Here, when it is determined in step ST6 that the posture cannot be changed, the driving posture change control unit 60 determines that the change is not executed (ST7: NO). Then, the process returns to step ST1.

  On the other hand, when it is determined in step ST6 that the posture changes, the driving posture change control unit 60 determines to execute the posture change (ST7: YES). Then, the driving posture change control unit 60 executes the posture change according to the changing speed determined by the driving posture change determination unit 50 (ST8).

  And this apparatus 1 judges whether the attitude | position change was complete | finished (ST9). If the posture change has not ended (ST9: NO), the process returns to step ST2. On the other hand, when the posture change is completed (ST9: NO), the process returns to step ST1. Then, the processes from the above steps ST1 to ST9 are repeated until the power of the apparatus 1 is turned off.

  Thus, according to the driving posture control device 1 and the method 1 according to the present embodiment, when the degree of influence on the driving operation when the driver's posture is changed to an appropriate posture exceeds a specified value, When the degree is equal to or less than a specified value, the posture change speed is made slower than the normal speed, which is the change speed when changing the posture. For this reason, changing the posture more slowly than changing at the normal speed reduces the degree of influence on the driving operation (see FIG. 19). Therefore, an appropriate posture change can be performed.

  Further, when the degree of influence exceeds a predetermined value higher than the specified value, the posture is not changed. Here, if the degree of influence exceeds a predetermined value, that is, if the degree of influence is too large, the degree of influence is still high even if the influence on driving operation is reduced by slowing down the speed of changing the posture, and is appropriate for the driver. Cannot change posture. Therefore, in this embodiment, the posture is not changed, and the posture change in a state where the influence is high is prevented. Therefore, an inappropriate posture change can be prevented.

  In addition, permissible times T1 to T4 until the vehicle is changed to an appropriate driving posture according to the driving environment of the host vehicle are obtained, and the allowable time is longer than the necessary time required when changing the posture to an appropriate driving posture at a normal speed. In this case, the change speed when changing the posture is set to be slower than the normal speed. Here, when the time required to change the posture exceeds the allowable time according to the driving environment of the host vehicle, if the change speed is slowed down, the posture cannot be said to be appropriate in the driving environment of the host vehicle. Even if the time for the change becomes longer and the influence on the driving operation is reduced, there is a possibility that the driver may feel uncomfortable due to the posture change.

  For example, it is desirable to be able to visually recognize a location closer to the vehicle so that the vehicle and components outside the vehicle do not interfere with each other on a narrow road, and when the vehicle enters the narrow road from a general road, the seat cushion is moved upward. To do. In this case, if it takes an enormous amount of time for the posture change, a situation such as having finished traveling on the narrow road before the posture suitable for the narrow road occurs, resulting in an unpleasant situation for the driver. Therefore, when the allowable times T1 to T4 are longer than the necessary time, the change speed when changing the posture is made slower than the normal speed, so that an appropriate posture change is performed without causing discomfort to the driver. be able to.

  In addition, when the allowable times T1 to T4 are longer than the required time, it is determined whether the influence rate can be made lower than the specified value by slowing the change speed. The change speed is slowed so that the posture change is completed by multiplying T1 to T4. Here, it is desirable to slow down the speed so that the degree of influence is less than a specified value. However, if it cannot be less than the specified value, the allowable time T1 to T4 is used as much as in the present embodiment to change the posture, and the driver is uncomfortable while reducing the degree of influence as much as possible. Can not be. Therefore, the degree of influence can be reduced as much as possible, and an appropriate posture change can be performed without causing discomfort to the driver.

  Further, when the allowable times T1 to T4 are longer than the required time, it is determined whether or not the change rate can be reduced to reduce the influence level to a specified value or less. The rate of change is reduced so that the value drops to the specified value. For this reason, if the influence level is equal to or less than the specified value, the change rate is not slowed more than necessary. Accordingly, it is possible to complete the posture change as soon as possible while reducing the degree of influence, and to perform an appropriate posture change.

  In addition, the change direction of the lower leg bone angle of the driver when the posture is changed from the current driver's driving posture to an appropriate driving posture is determined, and the driver's pedal operation is performed based on the obtained change direction of the lower leg bone angle. The degree of influence is determined. Here, when the crus bone angle changes, the driver depresses or releases the pedal. For this reason, the influence degree to pedal operation can be appropriately calculated | required with the change direction of a lower leg bone angle.

  Further, the degree of influence on the driver's pedal operation is determined based on the degree of freedom of the lower leg bone angle indicating the difference between the lower leg angle and the current driving attitude of the driver. Here, when the difference between the two, that is, the degree of freedom of the crus bone angle is large, the degree of influence on the pedal operation tends to increase when the posture is changed to an appropriate driving posture. In this embodiment, the influence degree to a driver's pedal operation is judged from such a tendency, and the influence degree to a pedal operation can be calculated | required appropriately.

  Further, the degree of influence on the driver's pedal operation is determined from the inter-vehicle distance from the preceding vehicle and the relative vehicle speed. For example, when the distance from the preceding vehicle is close, if the angle of the lower leg bone changes and the driver's leg affects the direction in which the driver steps on the pedal, there is a possibility that the vehicle will be closer to the preceding vehicle. Thus, the degree of influence on the pedal operation can be obtained more appropriately by taking into consideration the inter-vehicle distance and the relative vehicle speed with respect to the preceding vehicle in the posture change.

  In addition, based on the current driver's shoulder position and the shoulder position when the posture is changed to an appropriate driving posture, the driver's posture is changed from the current driver's driving posture to the appropriate driving posture. The degree of influence on the steering operation is determined. Here, the driver tends to be difficult to perform the steering operation when the shoulder position is away from the steering, and then, when the shoulder position approaches the steering, the driver tends to be difficult to perform the steering operation. In this way, by determining the degree of influence on the steering operation based on the shoulder position, the degree of influence on the steering operation can be appropriately obtained.

  In addition, the degree of influence on the steering operation of the driver is determined based on the degree of freedom of the shoulder position indicating the difference between the current shoulder position of the driver and the shoulder position when the posture is changed to an appropriate driving posture. . Here, when the difference between the two, that is, the degree of freedom of the shoulder position is large, the degree of influence on the steering operation tends to increase when the posture is changed to an appropriate driving posture. In the present embodiment, the degree of influence on the steering operation of the driver is determined from such a tendency, and the degree of influence on the steering operation can be appropriately obtained.

  In addition to the shoulder position of the driver, the degree of influence on the driver's steering operation when the posture is changed to an appropriate driving posture is determined based on the steering angle of the steering. Here, when the steering angle of the steering is large, if the positional relationship between the shoulder position and the steering changes, the steering operation tends to be more difficult.

  Further, the degree of influence on the driver's steering operation when the posture is changed to an appropriate driving posture is determined based on the distance from the host vehicle to the lane edge. Here, if the distance from the host vehicle to the lane edge is short, it can be said that the influence is even greater when the driver has difficulty performing the steering operation. On the other hand, if the distance from the host vehicle to the lane edge is long, even if it is difficult for the driver to perform the steering operation, the influence is small.

  As described above, the degree of influence on the steering operation can be appropriately obtained based on the distance from the host vehicle to the lane edge and the steering angle of the steering, in addition to the shoulder position of the driver.

  Further, since it is determined whether the traveling road belongs to a general road, an expressway, or a narrow road, and an appropriate driving posture is determined, the driving posture can be appropriately controlled according to the road environment.

  Further, it is determined whether or not the driver is operating the in-vehicle device 170 from the operation history of the in-vehicle device 170 and the type of the operated device. Here, during the operation of the in-vehicle device 170, there is a possibility that the driving posture is broken, such as extending an arm. For this reason, it is possible to determine whether or not the driving posture is broken by determining whether or not the in-vehicle device 170 is being operated from the operation history and the type of model.

  Further, in order to determine whether or not to change the posture to an appropriate driving posture based on the determination result of whether or not the in-vehicle device 170 is being operated, the posture is changed in a state where the driver's posture is broken, and the posture is further increased. It becomes possible not to break down.

  As described above, the present invention has been described based on the embodiment, but the present invention is not limited to the above embodiment, and may be modified without departing from the gist of the present invention. For example, in the present embodiment, an appropriate driving posture is obtained from the driving environment (road type). However, the present invention is not limited to this, and it may be obtained from the weather and weather at the time of traveling, the traffic congestion state, and the like.

  Moreover, in this embodiment, although the highway, the general road, and the narrow road are judged as a driving environment, you may make it judge not only in this but in four or more types in detail. In particular, it may be determined whether or not the host vehicle is parked instead of or in addition to the narrow road.

It is a detailed block diagram of the driving posture control apparatus by embodiment of this invention. It is explanatory drawing of a lower leg bone angle calculation part, (a) shows a mode that a knee position is specified, (b) has shown an example of the lower leg bone angle. It is a graph which shows the correlation with the coefficient according to liberation and liberation. It is a lineblock diagram of a driving posture control system containing a driving posture control device concerning this embodiment. It is a flowchart which shows the outline of operation | movement of the driving posture control apparatus which concerns on this embodiment. It is a flowchart which shows the detail of step ST1 shown in FIG. It is a flowchart which shows the detail of step ST3 shown in FIG. It is explanatory drawing which shows the specific example of the influence value in step ST34-ST36 of FIG. It is explanatory drawing which shows the specific example of the influence value in step ST37 of FIG. It is explanatory drawing which shows the influence value acquired at the time of completion | finish of the process of step ST37 shown in FIG. It is a flowchart which shows the detail of step ST4 shown in FIG. It is explanatory drawing which shows the specific example of the influence value in step ST54-ST56 of FIG. It is explanatory drawing which shows the specific example of the influence value in step ST57 of FIG. It is explanatory drawing which shows the influence value acquired at the time of completion | finish of the process of step ST57 shown in FIG. It is a flowchart which shows the detail of step ST5 shown in FIG. It is a flowchart which shows the detail of step ST6 shown in FIG. It is explanatory drawing which shows the relationship between the influence degree of driving operation, and the state of a posture change, (a) shows an influence degree, speed change mode, etc., (b) has shown the control target object. It is a flowchart which shows the determination process of the change speed in speed change modes A and B. 5 is a graph showing a correlation between a change speed and a coefficient A.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Driving posture control apparatus 10 ... Proper driving posture judgment part (Proper driving posture judgment means)
20 ... Lower leg bone angle calculation unit (lower leg bone angle calculation means)
30 ... Driving influence judgment part (Driving influence judgment means)
31 ... Pedal influence determination unit (pedal influence determination means)
32. Steering influence determination unit (steering influence determination means)
40: In-vehicle device operation state determination unit (in-vehicle device operation determination means)
50: Driving posture change determination unit (driving posture change control means)
60: Driving posture change control unit (driving posture change control means)
70 ... Driver's seat / steering 70a ... Driver's seat 70b ... Steering 170 ... On-vehicle equipment

Claims (17)

An appropriate driving posture determining means for determining an appropriate driving posture of the driver;
Driving attitude change control means for changing the attitude from the current driver's driving attitude to the appropriate driving attitude determined by the appropriate driving attitude determination means;
Driving influence determining means for determining the degree of influence on the driving operation of the driver when the attitude is changed to the appropriate driving attitude determined by the appropriate driving attitude determining means,
The driving posture change control means is a change speed when changing the posture when the degree of influence on the driving operation determined by the driving influence determination means exceeds a specified value, and when the degree of influence is not more than a specified value. A driving attitude control device characterized in that the change speed is made slower than the speed.   2. The driving attitude change control unit according to claim 1, wherein when the degree of influence determined by the driving influence determination unit exceeds a predetermined value higher than the specified value, the driving attitude change control unit determines not to change the attitude. Driving attitude control device.   When the driving posture change control means determines to change the posture, it obtains an allowable time until the driving posture is changed to an appropriate driving posture according to the driving environment of the host vehicle, and changes the posture to an appropriate driving posture at the normal speed. 3. The driving posture according to claim 1, wherein when the permissible time is longer than a necessary time required for driving, a changing speed when changing the posture is made slower than the normal speed. Control device.   When the allowable time is longer than the required time, the driving posture change control means determines whether the influence rate can be made lower than the specified value by slowing down the change speed, and cannot be made lower than the specified value. 4. The driving posture control apparatus according to claim 3, wherein, when it is determined, the change speed is slowed down so that the posture change is completed by taking the allowable time. 5.   When the allowable time is longer than the necessary time, the driving posture change control means can determine whether the influence rate can be made equal to or less than the specified value by reducing the change speed, and can make it less than the specified value. 5. The driving posture control apparatus according to claim 3, wherein, when it is determined, the change speed is decreased so that the degree of influence decreases to the specified value. A crus bone angle calculating means for obtaining an angle of the crus of the driver with respect to a reference plane for both the current driving posture of the driver and the appropriate driving posture determined by the appropriate driving posture determining means,
The driving influence determination means is configured to indicate a change direction of the lower leg bone angle of the driver when the posture is changed from the current driving attitude of the driver to an appropriate driving attitude. 6. A pedal influence determination means for determining the degree of influence on the pedal operation of the driver based on the calculated change direction of the crus bone angle based on the bone angle. The driving attitude control device according to the item.   The pedal influence determining means determines an influence degree to a driver's pedal operation based on a degree of liberation of a lower leg bone angle indicating a difference between both lower leg bone angles calculated by the lower leg bone angle calculating means. The driving posture control apparatus according to claim 6.   The driving posture according to claim 6 or 7, wherein the pedal influence determining means determines an influence degree on a driver's pedal operation from an inter-vehicle distance and a relative vehicle speed with respect to a preceding vehicle. Control device.   The driving influence determining means is based on the current driver's driving posture based on the current driver's shoulder position and the shoulder position when the posture is changed to the appropriate driving posture determined by the appropriate driving posture determining means. 9. The vehicle according to claim 1, further comprising a steering influence determination unit that determines a degree of influence on a driver's steering operation when the posture is changed to an appropriate driving posture. 10. Driving attitude control device.   The steering influence determining means is based on the degree of freedom of the shoulder position indicating the difference between the shoulder position of the current driver and the shoulder position when the posture is changed to the appropriate driving attitude determined by the appropriate driving attitude determining means. The driving attitude control device according to claim 9, wherein the degree of influence on a driver's pedal operation is determined.   10. The steering influence determining means determines an influence degree to a driver's steering operation based on a distance from the own vehicle to a lane edge and a steering angle of a steering in addition to a shoulder position. Alternatively, the driving attitude control device according to claim 10.   The proper driving posture determination means determines whether the road being run belongs to a general road, an expressway, or a narrow road, and determines an appropriate driving posture based on a determination result. The driving attitude control device according to claim 11.   The driver is operating the in-vehicle device from the operation history of any one or more of the in-vehicle devices among car navigation, audio, visual equipment, and air conditioner and the type of the operated device among these in-vehicle devices. The driving posture control apparatus according to any one of claims 1 to 12, further comprising an in-vehicle device operation determination unit that determines whether or not there is an on-vehicle device.   The driving posture control apparatus according to claim 13, wherein the driving posture change control means determines whether or not to change the posture to an appropriate driving posture based on a determination result by the in-vehicle device operation determination means. .   The driving posture control device according to any one of claims 1 to 14, wherein the rolling posture change control unit changes a seat state and a steering state when changing the posture. An appropriate driving posture determining means for determining an appropriate driving posture of the driver;
Driving influence determining means for determining the degree of influence on the driving operation of the driver when the attitude is changed to the appropriate driving attitude determined by the appropriate driving attitude determining means;
Based on the degree of influence on the driving operation determined by the driving influence determining unit, it is determined whether or not to change the posture from the current driver's driving posture to the proper driving posture determined by the appropriate driving posture determining unit. In addition, when it is determined that the posture is to be changed, the change speed at the time of changing the posture is determined, and the appropriate driving posture determination means determined from the current driving posture of the driver according to the determined changing speed. Driving posture change control means for changing the posture to a different driving posture,
The driving posture change control means is a change speed when changing the posture when the degree of influence on the driving operation determined by the driving influence determination means exceeds a predetermined value, and when the degree of influence is less than a predetermined value. A driving attitude control device characterized in that the change speed is made slower than the speed.   If the driver's proper driving posture is determined and the change in posture from the current driving posture to the appropriate driving posture is determined, the degree of influence on the driving operation is determined, and if the determined degree of influence exceeds the specified value A driving attitude control method characterized in that the change speed is made slower than a normal speed, which is a change speed when the attitude is changed when the degree of influence is not more than a specified value.

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