JP2008097058A - Driving feeling control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To eliminate a sense of incongruity due to a time lag and increase control stability by avoiding a time lag from an occupant's driving operation to the occupant's reception of perceptual information. <P>SOLUTION: In a driving feeling control system, a control input detection part 1 detects a driving control input by an occupant 12 who drives a vehicle, a behavior prediction part 8 then predicts a future behavior change in the vehicle at least from the driving control input, and a control part 9 controls a tactile stimulation part 5 to apply a tactile stimulus to the occupant 12 in accordance with the behavior change. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a driving sensation adjustment system that predicts a change in behavior of a vehicle from a driving operation amount by an occupant and adjusts tactile stimulation to the occupant.

Conventionally, various techniques have been proposed in order to stabilize the driving posture when driving a vehicle and to improve the handling stability. For example, the combined acceleration is detected by arranging a hollow tube filled with liquid and a sensor so as to be at right angles to the direction of the combined acceleration obtained by combining the centrifugal acceleration applied to the vehicle while traveling and the gravitational acceleration of the vehicle. In addition, there is a seat surface adjustment device that tilts the rear portion of the seat seat surface forming portion based on the detected value (see Patent Document 1).
Japanese Patent No. 2665814

  The above-described conventional technology is known as a technology for driving the seat, paying attention to the posture of the occupant turning and the direction of the resultant acceleration applied to the occupant. The main purpose of these seats is to control the occupant's posture based on the idea that the posture against the combined acceleration is optimal. However, because the posture is forced against the combined acceleration by forcibly changing the posture along with the tilting, the passenger feels uncomfortable, the posture that does not necessarily give the passenger a sense of incongruity is not necessarily obtained, and the maneuvering becomes unstable. There was a problem.

  In addition, the seat surface adjustment device of Patent Document 1 detects a combined acceleration using a hollow tube filled with a liquid and a sensor, and tilts the rear portion of the seat surface forming portion based on the detected value. That is, only the vehicle behavior that appears late as a result of the driving operation is used, and the seat surface tilts later than the vehicle behavior, so that there is a problem that the passenger feels uncomfortable.

  In the above-described conventional technology, the driving posture and the steering stability are affected by the relationship between the driving operation by the occupant and the perceptual information obtained by the occupant. Usually, the perceptual information required for the occupant when driving the vehicle includes visual information obtained from the surroundings of the vehicle, tactile information obtained from the steering wheel, seat, etc., and these perceptual information are usually obtained by the following procedure. can get.

(1) Driving operations such as steering and an accelerator pedal are performed by an occupant.

(2) A behavior corresponding to the above driving operation occurs in the vehicle.

(3) The occupant obtains perceptual information according to the above vehicle behavior.

  In this procedure, there is a “time delay” from when the occupant performs a driving operation until the occupant obtains perceptual information. In addition, the amount of perceptual information obtained due to the characteristics of individual vehicles is small, or there are many noises and the quality of information is poor. Due to these time delays and the amount and quality of perceived information, an occupant unfamiliar with vehicle driving feels uncomfortable, for example, the posture during driving is not stable, and steering stability is reduced.

  A feature of the present invention is that an operation amount detection unit detects a driving operation amount of an occupant when driving a vehicle, and a behavior prediction unit predicts a future vehicle behavior change amount based on at least the driving operation amount, and a control unit This is a driving sensation adjustment system that controls the tactile stimulation unit so that the tactile stimulation is applied to the occupant based on the behavior change amount.

  According to the driving sensation adjustment system of the present invention, a future vehicle behavior change amount is predicted, and a tactile stimulus is applied to the occupant based on the behavior change amount. By avoiding the time delay until the vehicle is obtained and improving the quantity and quality of the perceptual information, it is possible to eliminate the sense of incongruity and improve the steering stability.

  Embodiments of the present invention will be described below with reference to the drawings. In the description of the drawings, the same portions are denoted by the same reference numerals.

(First embodiment)
With reference to FIG. 1, the structure of the driving | operation sense adjustment system concerning the 1st Embodiment of this invention is demonstrated. The driving sense adjustment system includes an operation amount detection unit 1 that detects a driving operation amount of an occupant 12 when driving a vehicle, and a behavior prediction unit 8 that predicts a future vehicle behavior change amount based on at least the driving operation amount. A tactile stimulation unit (5, 6) that applies tactile stimulation to the occupant 12 and a control unit 9 that controls the haptic stimulation unit (5, 6) so that the occupant 12 is subjected to tactile stimulation based on the behavior change amount. . The behavior prediction unit 8 and the control unit 9 form an arithmetic processing unit 2.

  The tactile stimulation units (5, 6) are arranged inside the seat surface 10 of the seat 13 on which the occupant 12 sits, and give tactile stimulation from the seat surface 10 of the seat 13 to the occupant 12. Furthermore, the tactile sense stimulating part (5, 6) includes the movable part 5 arranged inside the seating surface 10 of the seat 13. The control unit 9 adjusts the degree of tactile stimulation to the occupant 12 by controlling the displacement amount of the movable part 5 based on the behavior change amount predicted by the behavior prediction unit 8.

  The movable portion 5 is a mechanism having at least one surface or point that can move at least one degree of freedom, and is located inside the seat surface 10 of the seat 13 and below the sciatic bone of the occupant 12 when the seat 10 is seated. A contact pressure sensation (tactile stimulation) is given to the. Specifically, the movable portion 5 is always in contact with the weight of the occupant even while traveling, and effectively gives a tactile stimulus such as a change in contact pressure sensation to the sciatic position of the occupant 12 that greatly affects the sitting posture. . The term “sciatic bone” as used herein refers to a portion generally called the sciatic bone, which is composed of a sciatic body, a sciatic branch, a sciatic nodule, a sciatic spine, and a small sciatic notch to form a part of the hipbone.

  The tactile stimulation unit (5, 6) further includes an actuator 6 connected to the movable part 5. The actuator 6 and the movable part 5 are connected to each other with a rotation shaft that is substantially parallel to the traveling direction of the vehicle inside the seat surface 10 of the seat 13. When the actuator 6 is driven, the rotation shaft rotates and is connected to the tip of the rotation shaft. The moved movable part 5 rotates in a plane perpendicular to the traveling direction. The operation of the actuator 6 is controlled by a motor driver 7, and the motor driver 7 is controlled by a control unit 9 in the arithmetic processing unit 2. Thus, the movable part 5 is a mechanism that rotates in the roll direction around the vehicle longitudinal axis.

  The operation amount detection unit 1 detects a vehicle state amount in addition to the driving operation amount. Here, the “driving operation amount” includes the steering amount of the steering 1 and the accelerator opening. The “vehicle state amount” includes vehicle speed, yaw rate, roll rate, vehicle position information, and direction information. The vehicle position information and azimuth information may be acquired using a normal navigation system.

  In the first embodiment, the operation amount detection unit 1 detects the turning amount of the steering 11 as an example of the driving operation amount. Then, the behavior predicting unit 8 predicts a future turning state of the vehicle based on at least the turning amount, and the control unit 9 controls the tactile sense stimulating units (5, 6) to obtain the turning state of the future vehicle. Based on this, a tactile stimulus is given to the occupant 12. Specifically, as shown in FIG. 1, a rotating shaft that connects the actuator 6 and the movable part 5 is supported using a seat frame disposed below the seating surface 10 of the seat 13. The rotating shaft is directly rotated by the actuator 6 or the movable part 5 is rotated through a link mechanism. A tactile stimulus is applied to the occupant 12 via the seat cushion.

  As shown in FIG. 2, as an example of the driving operation of the occupant 12, consider a case where the steering operation of the steering 11 is performed in the steering direction of FIG. 2. In this case, the operation amount detector 1 detects the turning amount (steering angle) of the steering 11 as an example of the driving operation amount. By this turning operation, it is predicted that the vehicle body rolls in the vehicle body roll direction of FIG. 2 with a certain time difference. Therefore, the behavior prediction unit 8 predicts the future turning state (roll state) of the vehicle based on the turning amount and the vehicle speed. The control unit 9 controls the movable part 5 to give tactile stimulation to the occupant 12 based on the future turning state of the vehicle. When the movable part 5 is rotationally driven in a plane perpendicular to the traveling direction of the vehicle, tactile stimulation can be adjusted independently on the inside and outside of the turning direction. Depending on the predicted turning state, the inside of the turn is displaced downward, the outside of the turn is displaced upward, or the inside of the turn is displaced downward and the outside of the turn is displaced upward. Thereby, the change of the contact pressure sensation with the seat seat surface at the sciatic position of the occupant when the seat is seated on the inside of the turn and the outside of the turn is reduced. Here, the movable part 5 is driven to rotate upward to the right with respect to the seat surface, so that the tactile stimulus on the outer side (right side) in the turning direction is made larger than the inner side (left side) in the turning direction.

  As shown in FIG. 3, the arithmetic processing unit 2 in FIG. 1 receives a CAN signal including information such as a steering angle and a vehicle speed, and position information and direction information of the host vehicle from the navigation system.

  The arithmetic processing unit 2 further includes a gain map 15 indicating the relationship between the ratio of the tactile stimulation outside and inside the turning direction and the turning amount. The control unit 9 refers to the gain map 15 to set the ratio between the outer and inner tactile stimuli in the turning direction, that is, the rotation amount of the rotation axis of the tactile stimulus units (5, 6).

Here, in general, the seating position of an occupant in an automobile is often offset from the vehicle center (vehicle center) to the left and right. Therefore, the occupant perceives a difference in left and right in the behavior of the vehicle based on perceptual information that is different from the left and right based on visual and tactile senses. As a result, even if the occupant is driving in the same way, a difference occurs in the left and right turning of the driving operation, and the driving posture is not stabilized by the left and right turning, and thus a vicious cycle is generated in which the driving operation becomes unstable further from side to side. There is a case. Therefore, the arithmetic processing unit 2 further includes a vehicle model 14 in which the offset amount of the position of the seat on which the occupant is seated is stored. After passing through the vehicle model 14, the ratio of the outer and inner tactile stimuli in the turning direction is set with reference to the gain map 15. Thereby, the left-right difference in the behavior of the vehicle can be eliminated, and the driving operation can be made uniform and stable on the left and right. <Effect of Claim 7>
The arithmetic processing unit 2 controls the actuator 6 via the motor driver 7 on the basis of the ratio of the tactile stimulus outside and inside in the turning direction, and applies tactile stimuli of different sizes on the outside and inside in the turning direction. Add against.

  According to the first embodiment of the present invention, the following operational effects can be obtained.

  Usually, the perceptual information necessary for the occupant when driving the vehicle includes visual information obtained from the periphery of the vehicle, tactile information obtained from a steering wheel, a seat, and the like, and these perceptual information are usually shown in FIG. ).

(1) First, driving operations such as steering and an accelerator pedal are performed by an occupant.

(2) A behavior corresponding to the above driving operation occurs in the vehicle after τ1 hour from the above driving operation.

(3) After τ2 hours after the behavior change, the occupant obtains perceptual information according to the vehicle behavior described above.

  In this procedure, there is a “time delay” of τ1 + τ2 from when the occupant performs the driving operation until the perception information is obtained. Due to this time delay, an occupant unfamiliar with driving the vehicle feels uncomfortable, for example, the posture during driving is not stable, and steering stability is lowered.

  In the first embodiment of the present invention, as shown in FIG. 4B, the behavior prediction unit 8 predicts future vehicle behavior from the driving operation by the occupant, and the control unit 9 provides tactile stimulation to the occupant. give. The occupant obtains perceptual information corresponding to the tactile stimulus along with the behavior change according to the driving operation. If τ3 is smaller than τ1 + τ2, it is possible to prevent “decrease in steering stability based on a sense of discomfort due to time delay”. The perceptual information is mainly obtained from the seat, accelerator pedal, steering, etc. In the first embodiment of the present invention, the effect is achieved by tactile stimulation from the seat 13, particularly the seat seat surface 10. .

  While the vehicle is running, the occupant knows the state and posture of the vehicle and herself by integrating information such as visual, auditory, and tactile information that is obtained from the changing surrounding environment and her own movements. While correcting or holding, consider the next operation, take the posture for the transition to the next state, and perform the next operation. In addition, generally, a person receives such information, grasps the current vehicle and his / her own state, corrects or holds the operation and posture, and prepares for the next operation and posture. It is thought that he / she always goes consciously or unconsciously.

  Here, when moving while standing or walking, humans perceive movements by physical systems such as musculoskeletal and skin tactile as well as visual system and otolith system. Is known to be important. Realize gravity or acceleration by information from the soles of the feet (tactile sensation, pressure, vibration, muscular movement, etc.), know the change of the road surface and the state of the road surface, support the body according to the inclination and step, and keep the balance Yes.

  Similarly, while the vehicle is running, the occupant is not limited to the visual system and otolith system, but also has musculoskeletal and skin tactile sensations such as pressure and vibration, their distribution and strength, temporal changes, and muscular movement associated with posture maintenance and operation. Movement is perceived by the sex system, and information on the somatic system is obtained from a steering wheel, a pedal, a seat, and the like to which an occupant inputs an operation or is in contact. Among them, the seat always touches the occupant during traveling, and the perception information obtained from the contact surface with the seat, particularly the seat seat surface and the contact surface, feels gravity or acceleration like the sole of the foot and changes the road surface. He knows the state and behavior of the vehicle, supports the body according to the inclination and external force of the vehicle body, and tries to maintain posture balance.

  For example, in a vehicle in which the response of the behavior to the operation is deteriorated in order to ensure the riding comfort, the perception information necessary for the occupant is delayed or difficult to obtain because the behavior to the operation is slow or small. Since it is difficult to obtain perceptual information, the posture is not stable, and the posture is not stable, so the next operation is disturbed. As a result, there is a problem that the posture is further disturbed due to the disturbance of the vehicle behavior and the less information, and the operation is not stable, so that it is easy to fall into a negative circulation and the steering stability is lowered. In addition, when improving vehicle responsiveness, such as tuning the suspension to improve steering stability, the suspension is often adjusted hard, and even information that contains noise more than necessary is not useful to the passengers. There was a problem that the ride comfort became worse. Thus, in general, steering stability and ride comfort are in a trade-off relationship.

The first embodiment of the present invention focuses on the sense of contact pressure even in the seat seat surface, particularly at the sciatic position. In the sciatic position, the occupant and the seat are always in contact with each other, and a trunk that affects the posture is positioned above the sciatic bone to support the weight of the occupant. For this reason, it is considered that the perceptual information at the sciatic position is particularly important, and a tactile stimulus such as a change in the contact pressure sensation can be effectively provided by arranging a movable mechanism inside the seat seat surface below the sciatic position.
In order to confirm the effect of the first embodiment, as shown in FIG. 5, ten pylons were arranged side by side offset at 50 m intervals. Then, a pylon slalom was performed at a constant vehicle speed of 50 km / h, and subjective impressions were asked of the subjects. As a result, “the movement of the movable part 5 is not felt even if it is controlled and driven inside the seat while traveling, but the movement of the vehicle has changed”, “the movement of the vehicle with respect to the driving operation is felt linearly”, “follow-up performance” "I felt that the vehicle was moving as intended." In other words, the driving of the movable part 5 indicates that the driving stability can be improved in terms of driving feeling without changing the dynamic characteristics of the vehicle, and that it is possible to achieve both driving stability and ride comfort. ing. In addition, the present invention uses the behavior of changing the posture without the consciousness of the occupant himself in accordance with the synthesized acceleration perceived by integrating various information, and controls the perception of the contact pressure as a clue. This is not to force the occupant's posture to change. In addition, even when the movable part 5 is driven, the driving feeling changes, but the movement of the movable part 5 is not felt. Therefore, the driving feeling can be changed without causing a sense of incongruity for the passenger and without interfering with the mechanical device. It is shown that.

  Quantitatively, as shown in FIG. 6, there was a difference in the variation of the peak value of the lateral displacement of the occupant head. When comparing the embodiment of the present invention (Example) and the non-implementation (Comparative Example), the variation in the peak value (FIG. 7) of the occupant head lateral displacement was reduced by about 30% in the Example. In other words, the head position (driving posture) at the time of turning is highly reproducible by giving a predicted value of the driver's own driving operation amount and the vehicle state amount that changes as a result of the operation as a tactile stimulus from the seat seat surface. A stable effect was obtained. By giving the occupant information on the state change due to the necessary driving operation, the posture is stabilized, and as a result, the user can easily grasp his / her state, so that the next operation is stabilized. When the operation is stabilized, the vehicle behavior is stabilized and the driving posture is also stabilized. In this way, it is considered to be a positive circulation, and as a result, the steering stability is improved, “the movement of the vehicle with respect to the driving operation is felt linearly”, “the tracking performance is improved, and the vehicle is moving as intended. It led to a comment such as "I felt it."

Since the movable part 5 is installed inside the seating surface 10 of the seat 13, a wide space for moving the entire seat 10 is not required. In addition to the otolith system and the visual system, humans perceive acceleration through physical systems such as musculoskeletal and skin tactile sensations, so the vehicle state quantity based on the driving operation amount of the occupant 12 or the vehicle position / orientation information The sense of contact pressure with the seat seat surface at the sciatic position of the occupant during seating is controlled based on the foreseeing information. As a result, the magnitude and direction of the resultant acceleration that the occupant feels as a result of the driving operation can be estimated and controlled, and as a result, an uncomfortable posture that matches the occupant's driving feeling can be obtained. The movable part 5 is installed inside the seat seat surface and presents a contact pressure sensation to the occupant. Therefore, the driving posture of the occupant is changed unconsciously according to the pressure sensation perceived by the occupant himself. Therefore, unlike the conventional technique for forcibly changing the posture of the occupant, the technique does not interfere with the mechanical device. <Effects of claims 1 and 2>
When the behavior prediction unit 8 uses the driving operation amount (steering angle, accelerator opening) for the arithmetic processing, it is possible to eliminate the discomfort caused by giving information delayed from the conventional vehicle behavior. In addition, the operation amount other than the turning angle and accelerator opening, vehicle speed, yaw rate, roll rate, own vehicle position information, direction information, driving operation amount and future vehicle state amount estimated from the vehicle model are calculated together By processing and using the result, the driving amount of the movable mechanism can be controlled in accordance with the difference in operating conditions.

The tactile sensation stimulating part includes a movable part 5 installed inside the seat surface of the vehicle and below the sciatic position of the occupant when seated, and the occupant perceives from the seat surface by controlling the amount of displacement of the movable part 5. The contact pressure sensation changes and the contact pressure sensation can be controlled. <Effects of Claims 3 and 5>
By disposing the movable part inside the seat surface of the vehicle and below the sciatic position of the occupant when seated, the pressure can be effectively applied to the vicinity of the sciata where the occupant's weight is applied. The displacement amount of the rotor end or the contact surface pressure with the seat seat surface at the sciatic position of the occupant when seated is added to the estimated amount calculated based on the driving operation amount and vehicle state amount of the occupant. By controlling and driving in proportion, it is possible to improve the driving sensation without feeling uncomfortable without being aware of the movement of the movable part. <Effect of Claim 9>
In vehicles where the seating position of the occupant is offset from the vehicle center, the ratio of the tactile stimulation outside and inside the turning direction when turning right, and the tactile stimulation outside and inside the turning direction when turning left The ratio is different. Specifically, the proportional gain when the turning direction of the vehicle is the same as the offset direction of the seating position with respect to the vehicle center is smaller than the proportional gain when the offset direction of the seating position with respect to the turning direction and the vehicle center is different. And the gain value is set so that the vehicle rolls inwardly in the direction opposite to the roll direction of the vehicle body, so that there is no difference between the left and right movements of the vehicle relative to the driving operation, and the driving feel is not changed without changing the vehicle dynamics. Can be improved. <Effect of Claim 10>
(First modification)
As shown in FIG. 8, the tactile stimulation unit may include fluid sealing portions 21 </ b> R and 21 </ b> L in which a fluid is sealed instead of the movable portion 5. The fluid sealing portions 21R and 21L are respectively arranged inside the seat surface 10 of the seat 13 and below the sciatic position of the occupant when seated. The volume of the fluid in the fluid enclosures 21R and 21L is controlled by the pump 22. The operation of the pump 22 is controlled by the control unit in the arithmetic processing unit 2 via the motor driver 7. In this way, the arithmetic processing unit 2 may adjust the tactile stimulus by controlling the volume of the fluid in the fluid enclosures 21R and 21L based on the behavior change amount. By controlling the pressure of the enclosed fluid, the contact pressure sensation perceived by the occupant from the seating surface changes, and the contact pressure sensation can be controlled. <Effect of Claim 4>
(Second modification)
The tactile stimulation unit may include a movable part 23 as shown in FIG. The movable part 23 is connected to the actuator 6 via a rotor that can rotate about a longitudinal axis of the vehicle, and is installed inside the seat surface of the vehicle so that the sciatic bone of the occupant seated above is located. To do. The actuator 23 is calculated based on the driving operation amount and the vehicle state amount of the occupant 12 and the displacement amount of the movable portion 23 or the contact surface pressure with the seat seat surface at the sciatic position of the occupant when seated is proportional. Driven to drive the rotor and the movable part 23.

  In a vehicle in which the seat position on which the occupant 12 is seated is offset from the vehicle center, as shown in FIG. 3, a device for detecting the turning state of the vehicle is installed to detect the turning state of the host vehicle. Then, the arithmetic processing unit 2 determines whether or not the detected turning direction of the vehicle is the same as the direction in which the seating position is offset with respect to the vehicle center, with reference to the vehicle model 14. The proportional gain when the turning direction and the offset direction of the seating position with respect to the vehicle center are different is set to a smaller value than when the offset direction of the seating position with respect to the turning direction and the vehicle center is the same, and as shown in FIG. The gain value is set so that the rotor (movable part 23) rolls inside the turn which is the direction opposite to the direction.

(Third Modification)
The tactile stimulation unit may include movable parts 24R and 24L as shown in FIG. The movable parts 24R, 24L are installed inside the seat seat surface of the vehicle, are arranged so that the sciatic bone of the occupant seated above is located, and are connected to actuators 6R, 6L that are driven in the vertical direction. The actuators 6R, 6L are directly driven in the vertical direction, or the movable parts 24R, 24L are driven up and down via a link mechanism or gear. The movable parts 24R and 24L can be controlled independently on the left and right. Therefore, as shown in FIG. 10B, the tactile stimulation can be adjusted independently between the inside and the outside in the turning direction by moving the left and right phases in reverse. Depending on the predicted turning state, the inside of the turn is displaced downward as shown in FIG. 11 (b), or the outside of the turn is displaced upward as shown in FIG. 11 (a), or as shown in FIG. 10 (b). As shown, it is displaced downward on the inside of the turn and displaced upward on the outside of the turn. This makes it possible to control the change in the contact pressure sensation with the seat seat surface at the sciatic position of the occupant when seated on the inside of the turn and outside of the turn, so that the driving feeling can be felt without being uncomfortable without being aware of the movement of the movable part. Can be improved. That is, the occupant perceives the movement of the vehicle due to the change in the contact pressure sensation accompanying the driving of the movable part, and unconsciously changes the posture to a posture that is easy to drive, resulting in an improvement in driving feeling. <Effect of Claim 6>
(Fourth modification)
As shown in FIG. 13, in addition to the CAN signal and the position information and direction information of the host vehicle, information related to the turning direction of the vehicle is input to the arithmetic processing unit 2. The position information, the direction information, and the turning direction are set with reference to the vehicle model 14 and the gain map 15 to set the ratio of the tactile stimulus outside and inside the turning direction.

  In a vehicle in which the seat position on which the occupant 12 is seated is offset from the vehicle center, the arithmetic processing unit 2 is provided with the direction in which the seating position is offset from the vehicle center as a control model (vehicle model). The vehicle turning direction is detected from the position information. In the arithmetic processing unit 2, the displacement amount of the movable part or the enclosed amount is compared with the case where the turning direction and the offset direction of the seating position with respect to the vehicle center are the same as the case where the turning direction and the offset direction of the seating position with respect to the vehicle center are different. Control to reduce the pressure of the fluid.

(Second Embodiment)
In the second embodiment, a case will be described in which the turning state of the own vehicle is detected, and the drive amount of the movable part is switched by turning left and right according to the detected turning state and the seating position of the passenger offset from the vehicle center. .

  FIG. 14 shows the driving feeling adjustment system according to the second embodiment of the present invention, but differs from the system of FIG. 1 in that it further includes a turning state detection unit 31, but the other points are the same. Therefore, the description is omitted.

  The turning state detection unit 31 is an example of a behavior change measurement unit that has a function of detecting an actual turning state of the vehicle as an example of the behavior change amount and measures the actual behavior change amount of the vehicle. The arithmetic processing unit 2 selects a gain map using the actual behavior change amount detected by the turning state detection unit 31.

  Further, since the movable part 5 is a mechanism having at least one surface or point that can move at least one degree of freedom, the movable part 5 is not limited to the rotating mechanism as shown in FIG. 14, but may be a linearly moving mechanism or a mechanism having a plurality of degrees of freedom. . Furthermore, although the movable part 5 consists of one surface in FIG. 14, for example, as shown in FIGS. 8 and 12, it has a plurality of movable parts such as a pair of movable parts installed symmetrically in the seat 13. For example, it may be installed in the seat back as well as in the seat seat surface.

  FIG. 15 shows the flow of control in the driving feeling adjustment system of FIG. The operation amount detection unit 1 detects a signal of a turning angle or an accelerator opening degree as a driving operation amount based on a CAN signal or a signal from an encoder attached to the steering 11. On the other hand, information for predicting future vehicle state quantities such as position information, direction information, and vehicle speed of the own vehicle is acquired from the navigation system 32 mounted on the vehicle. Foreseeing information of the turning amount of the steering 11 and the vehicle state amount is input to the arithmetic processing unit 2, the left / right turning state is determined, and the driving amount of the movable part 5 is switched by the left / right turning. Specifically, when turning right, the right gain map 15R is selected to control the actuator 6 and the movable part 5, and when turning left, the left gain map 15L is selected to control the actuator 6 and the movable part 5.

  A movable mechanism that gives a sense of contact pressure to the occupant is installed inside the occupant's seat. The installation position is in the seat seat surface, in the seat back, in the side support, and in the seat portion that comes into contact with the occupant seated during traveling. Thereby, a sense of contact pressure can be effectively presented to the occupant.

  According to the second embodiment of the present invention, the following operational effects can be obtained.

The arithmetic processing unit 2 assumes that the ratio between the outer and inner tactile stimuli in the turning direction during a right turn and the ratio between the outer and inner tactile stimuli in the turning direction during a left turn are different. That is, by changing the drive amount of the movable portion 5 according to the turning state (right turn or left turn) detected by the turning state detection unit 31, the right and left turn seats The contact pressure sensation on the seat surface is controlled, and the difference between the left and right when turning left and right can be suppressed. <Effect of Claim 10>
A description will be given of the fact that the difference in right and left at the time of turning left and right can be suppressed by changing the drive amount of the movable part according to the turning direction of the left and right. The inventors conducted experiments to confirm the effects of the embodiment of the present invention. As shown in FIG. 5, 10 pylons were arranged at an offset of 50 m between left and right, and pylon slalom was performed at a constant vehicle speed of 50 km / h, and the left and right turning angular velocity distribution was examined as shown in FIG. At this time, as shown in FIG. 14, the movable part 5 is a displacement control device arranged so that the sciatic bone of the occupant seated above is positioned, and the ratio of the driving amount at the time of turning left and right is the occupant who is turning in advance The ground vehicle height displacement amount in the vicinity of the seating position was measured, and the ratio a / b was used (FIG. 16). As shown in FIG. 17, when the peak value of the turning angular velocity is compared at the time of turning in the right direction and at the time of turning to the left, when the present invention is implemented (Example) compared to when the present invention is not implemented (Comparative Example). The difference between the left and right peak values is 1/6, and the turning angular velocity distribution during right turn and left turn is substantially uniform. That is, it can be confirmed that there is an effect of suppressing the left-right difference in the steering characteristics when turning left and right.

  At that time, the seat seat surface was divided into left and right at the center, and the time change of the body pressure distribution on the seat seat surface was examined. As shown in FIG. 18, the correlation increases between the entire seat seat surface (A and B in FIG. 19) and the local part (C and D in FIG. 19) where the movable part is located, and the reproducibility is increased. I understand that. That is, the sense of contact pressure can be accurately perceived and the driving posture is stable. As a result, it is considered that the left-right difference in the steering characteristics is suppressed. From this, it can be seen that a vicious circle in which a difference occurs in the left and right turning in the driving operation and the posture is not stabilized in the left and right turning, and thus the driving operation becomes unstable in the left and right can be suppressed.

  Note that the ratio of the drive amount of the movable part 5 between the right turn and the left turn is approximately equal to the ratio of the vertical displacement of the seating position when turning left or right with respect to straight traveling or stopping. By making the ratio of the left and right drive amount substantially equal to the ratio of the vertical displacement of the seating position when turning left and right, the left and right characteristics are suppressed even in the case of a vehicle in which the seating position of the occupant is offset from the vehicle center.

(Fifth modification)
As shown in FIG. 21, the tactile stimulation unit may include fluid enclosures 21 </ b> R and 21 </ b> L in which a fluid is enclosed, instead of the movable part 5. The driving feeling adjustment system in FIG. 21 is different from the driving feeling adjustment system shown in FIG. 8 in the first modified example in that it further includes a turning state detection unit 31, and the other points are the same. The description is omitted. Therefore, even when the fluid sealing portions 21R and 21L in which the fluid is sealed are used, the driving amount of the movable part 5 is set according to the turning state (right turn or left turn) detected by the turning state detection unit 31. By making them different, the sense of contact pressure between the occupant and the seat surface during seating of the seat is controlled by turning right and turning left, and the difference between right and left when turning left and right can be suppressed.

  In addition, the movable part is arranged so that the sciatic bone of the occupant seated above is located, and a tactile stimulus such as a change in contact pressure is effectively applied. In addition, as shown in FIG. 20, the movable parts 24R and 24L inside the seat seat surface are driven in the direction opposite to the vehicle body roll direction according to the driving operation amount, or the inside of the turn (movable part 24L) is lowered and the outside of the turn ( The movable part 24R) is driven to be raised. Due to the change in the contact pressure caused by the driving, the occupant perceives the movement of the vehicle and unconsciously changes the posture to a posture that facilitates driving, resulting in an improvement in driving feeling.

(Sixth Modification)
As shown in FIG. 22A, the operation amount detection unit 1 detects a steering angle signal and an accelerator opening signal from the CAN signal or a signal from an encoder attached to the steering 11 as a driving operation amount. On the other hand, information for predicting future vehicle state quantities such as position information, direction information, and vehicle speed of the own vehicle is acquired from the navigation system 32 mounted on the vehicle. Foreseeing information of the turning amount of the steering 11 and the vehicle state amount is input to the arithmetic processing unit 2, the left / right turning state is determined, and the driving amount of the movable part 5 is switched by the left / right turning. At this time, the turning state of the vehicle by the turning state detection unit 31 is referred to, and the actuator 6 and the movable part are based on the gain map 41 having different gain characteristics between the left turn and the right turn as shown in FIG. 5 is controlled. Thus, by determining the ratio of the drive amount of the movable part in the right turn and the left turn by the gain map 41 of the gain characteristic set in advance, for example, it is appropriate for the occupant with respect to the change of the driving condition. Can provide a sense of touch pressure.

As shown in FIG. 23, the gain characteristics to be used may be selected in consideration of not only the turning state of the vehicle but also the vehicle speed. That is, a plurality of gain characteristics corresponding to each vehicle speed range may be prepared in advance and switched to gain characteristics corresponding to the detected vehicle speed. Furthermore, for example, if the vehicle speed is 30 km / h or less, the gain of the steering angle of 100 deg or more is saturated, and if the vehicle speed is 30 km / h or more, the gain of the steering angle of 90 deg or more is saturated so that the constant value is obtained in advance. It may be set. In this way, a plurality of gain maps having different right / left tactile stimulus ratios according to the traveling speed of the vehicle are prepared, and the arithmetic processing unit 2 sets the tactile stimulation ratio with reference to the gain map corresponding to the traveling speed. It doesn't matter. By considering the vehicle speed, the vehicle behavior can be predicted more accurately, and the left / right difference when turning left and right can be suppressed. <Effect of Claim 11>
(Seventh Modification)
The gain map used when setting the tactile stimulus may be updated with reference to the actual behavior change amount (turning state) of the vehicle. In this case, the driving sense adjustment system further includes a function of detecting an actual vehicle body posture change at the time of turning, and changes the gain characteristics of the gain map between the right turn and the left turn based on the detected vehicle body posture change. That is, as shown in FIG. 24, a behavior change measuring unit 44 that measures an actual behavior change amount (turning state) of the vehicle may be further provided, and the gain map may be updated using the actual behavior change amount. Absent.

  A change in the behavior of the vehicle is detected during traveling using the device 44 that detects the actual vehicle behavior. In order to give the detected value and a command signal for driving the movable part, the calculation result is compared and calculated using the driving operation and the position information / direction information of the own vehicle. Based on the calculation result, the gain map update calculation unit 43 updates the gain map to a gain value corresponding to the actual vehicle behavior. The gain map may be updated in real time, or data may be accumulated and updated at regular intervals.

In this way, by sensing the vehicle body posture change during turning and changing the gain characteristic according to the result, it is always appropriate for the occupant even under traveling conditions different from the preconditions for determining the gain characteristic. A sense of contact pressure can be imparted. In addition, for non-linear body posture changes that cannot be simulated in advance, the gain characteristics can be updated using the detected values. <Effect of Claim 8>
As described above, the present invention has been described by two embodiments and seven variations. However, it should not be understood that the descriptions and drawings constituting a part of this disclosure limit the present invention. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art. That is, it should be understood that the present invention includes various embodiments not described herein. Therefore, the present invention is limited only by the invention specifying matters according to the scope of claims reasonable from this disclosure.

It is a schematic diagram which shows the structure of the driving | operation sense adjustment system concerning the 1st Embodiment of this invention. It is the figure which looked at the sheet | seat 13 and the movable part 5 of FIG. 1 from the front. It is a block diagram which shows the detailed structure of the arithmetic processing part 2 of FIG. FIG. 4 (a) shows the flow of driving operation according to the prior art, and FIG. 4 (b) is a block diagram showing the flow of driving operation according to the embodiment of the present invention. It is a schematic diagram which shows the example of the pylon slalom used for the effect confirmation experiment of embodiment. It is a graph which shows the peak value of the amount of lateral displacement of a crew member's head concerning an example and a comparative example. FIG. 7A and FIG. 7B are graphs showing the time distribution of the lateral displacement amount of the occupant's head according to the example and the comparative example. It is a schematic diagram which shows the structure of the driving feeling adjustment system concerning a 1st modification. It is a schematic diagram which shows the structure of the driving feeling adjustment system concerning a 2nd modification. FIG. 10A and FIG. 10B are schematic views showing the vehicle body roll direction and the driving direction of the movable part. FIG. 11A and FIG. 11B are schematic views showing the vehicle body roll direction and the driving direction of the movable part. It is a schematic diagram which shows the structure of the driving feeling adjustment system concerning a 3rd modification. It is a block diagram which shows the structure of the arithmetic processing part 2 in the vehicle which the seat position where a passenger | crew seats is offset from the vehicle center. It is a schematic diagram which shows the structure of the driving | operation sense adjustment system concerning the 2nd Embodiment of this invention. It is a block diagram which shows the flow of control in the driving | operation sense adjustment system of FIG. It is a schematic diagram which shows the ground vehicle height displacement amount in the vicinity of the occupant seating position during turning. It is a graph which shows left and right turning angular velocity distribution. It is a graph which shows the correlation of the body pressure distribution of a seat seat surface. It is a graph which shows the body pressure distribution of a seat seat surface. It is a schematic diagram which shows a mode that the movable parts 24R and 24L inside a seat seat surface are driven to a reverse direction to a vehicle body roll direction according to the amount of driving operation. It is a schematic diagram which shows the structure of the driving feeling adjustment system concerning a 5th modification. FIG. 22A is a block diagram showing a control flow of the driving sensation adjustment system according to the second embodiment, and FIG. 22B is a graph showing an example of the gain map 41 of FIG. is there. It is a graph which shows an example of the gain map which has a different gain characteristic for every vehicle speed. It is a block diagram which shows the flow of control of the driving | operation sense adjustment system concerning a 7th modification.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Operation amount detection part 2 Arithmetic processing part 5, 23, 24R, 24L Movable part 6, 6R, 6L Actuator 7 Motor driver 8 Behavior prediction part 9 Control part 10 Seat surface 11 Steering 12 Crew 13 Seat 14 Vehicle models 15, 15R, 15L, 41 Gain map 21R, 21L Fluid enclosure 22 Pump 31 Turning state detection unit 32 Navigation system 43 Gain map update calculation unit 44 Behavior change measurement unit

Claims (11)

An operation amount detection unit for detecting a driving operation amount of an occupant when driving the vehicle,
A behavior prediction unit that predicts a future vehicle behavior change amount based on at least the driving operation amount;
A tactile stimulation unit that provides tactile stimulation to the passenger,
And a control unit that controls the tactile stimulation unit so that the tactile stimulation is applied to the occupant based on the behavior change amount.   2. The driving sensation adjustment system according to claim 1, wherein the tactile stimulation unit is disposed inside a seating surface of a seat on which an occupant sits, and applies tactile stimulation to the occupant from the seating surface of the seat. The tactile stimulation unit includes a movable part disposed inside the seating surface of the seat,
The driving sense adjustment system according to claim 2, wherein the control unit adjusts the tactile stimulus by controlling a displacement amount of the movable part based on the behavior change amount. The tactile stimulation unit includes a fluid sealing unit that is disposed inside the seating surface of the seat and in which a fluid is sealed.
The driving sensation adjustment system according to claim 2, wherein the control unit adjusts the tactile stimulus by controlling a volume of a fluid sealed in the fluid sealing unit based on the behavior change amount. The operation amount detection unit detects a steering amount of the steering as the driving operation amount,
The behavior prediction unit predicts a turning state of a future vehicle based on at least the turning amount,
The driving sensation adjustment system according to claim 1, wherein the control unit controls the haptic stimulation unit such that a haptic stimulation is applied to an occupant based on the turning state. The tactile stimulation unit can adjust the tactile stimulation independently on the inside and outside of the turning direction,
6. The driving sensation adjustment system according to claim 5, wherein the control unit sets a tactile stimulus outside the turning direction to be different from a tactile stimulus inside the turning direction. A gain map showing the relationship between the ratio of the tactile stimulation outside and inside the turning direction and the turning amount;
The driving sensation adjustment system according to claim 6, wherein the control unit sets a ratio of an outer and an inner tactile stimulus in a turning direction with reference to the gain map. A behavior change measuring unit for measuring the actual behavior change amount of the vehicle;
The driving feeling adjustment system according to claim 7, wherein the gain map is updated using an actual behavior change amount.   The driving sense adjustment system according to claim 2, wherein the tactile stimulation unit is located below the sciatic of the occupant when the occupant is seated on the seat.   The control unit is characterized in that a ratio of outer and inner tactile stimuli in the turning direction when turning right is different from a ratio of outer and inner tactile stimuli in the turning direction when turning left. Item 7. The driving feeling adjustment system according to item 6.   The said control part prepares several gain maps from which the said ratio differs according to the driving speed of a vehicle, and sets the said ratio with reference to the said gain map according to driving speed. Driving sense adjustment system.