]s/ged[ etar [ ecroFgnireet]s/ged[ etaRwaY 0]N S]m0waY>> edisnI edistuO<<[noitaiveD ecarT eniL0-25-50Technical Awards：2022 JSAE Award The Outstanding Technical Paper Award - A Study on Pitch Characteristic to Reduce Line Trace Deviation in Small Steering AngleStraight Line30mFig.1 Evaluation CourseFig.1 Evaluation CourseFig.2 Steering Force & Driver’s Input Recognition AngleFig.3 Driver’s Yaw-Rate Sensitivity Experimental ResultFig.4 Yaw-Rate Characteristic in Small Steering AngleFig.5 Experimental Result of Line Trace Deviation80kphEvaluation Section16141210864200.01.02.03.04.05.06.0Steering Angle [deg]0.40.30.20.17.00.80.60.40.20.00.0However, as a new issue, it was confi rmed that the line trace deviations varied considerably between the trials performed by individual drivers. The line trace deviations for a certain driver across six trials under the specifi cations of a steering reaction force of +25% and a yaw-rate dead band of 1°, which allow the average of the line trace deviations of 25 drivers to be almost zero, are shown in Fig. 6. On average, they appear to coincide with the thick, dashed target line; however, certain variations exist.0123456789101112131415161718192021222324251.0Steering angle [deg]2.0Driver No.0.150.100.050.00-0.05-0.10-0.150.511.5225503.04.0Average Angle ofSteering Input Recognitionby DriversDeadBandAverage: 0.21deg/s0.21deg/s89102No.88 (2022) NISSAN TECHNICAL REVIEWrelaxation section; this required a steering input of approximately 5° from a straight line at a constant speed of 80 km/h, as shown in Fig. 1, and the drivers drove along the course with the target line. The actual deviations in the travel trajectories during driving were defi ned as “line trace deviations,” whose mechanism was clarifi ed.As shown in Fig. 2, the line trace deviations can be accurately indicated using two types of characteristics: the steering reaction force characteristics, which are highly sensitive to the minimum steering angle that the driver recognizes as “steering input to the vehicle,” and the “yaw-rate dead band” characteristic (shown in Figs. 3 and 4), which is highly sensitive to the steering angle generating the minimum yaw rate of 0.21°/s that enables the driver to sense that “the vehicle has moved.” This was clarifi ed through the driver–vehicle model hypothesis and the simulator-based verifi cation conducted by the evaluators. The verifi cation results are shown in Fig. 5. For the specifi cations at the front of the graph, indicating signifi cant steering forces and large yaw-rate dead bands, the line trace deviation is negative, causing the vehicle to move outward with respect to the target line. Conversely, under the specifi cations for weak forces and small dead zones, the vehicle moves inward. Therefore, the target line can be traced accurately by setting the steering force and dead band along the thick broken line.
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