.[ noitaiveD ecarT eniL[ .evAveD ecarT eniL ]m00]m0▲33%Technical Awards：2022 JSAE Award The Outstanding Technical Paper Award - A Study on Pitch Characteristic to Reduce Line Trace Deviation in Small Steering AngleFig.17 Line Trace Deviation Experimental ResultNISSAN TECHNICAL REVIEW No.88 (2022)Fig.18 Line Trace Deviation Average Experimental Result6. Summary and conclusion0.06 was added, the variation in the line trace deviations could be reduced by approximately 33%, as compared to that in the case where no pitch motion was added.Subsequently, the change in the line trace deviation with increasing K was evaluated. There was no signifi cant difference between the deviations for K = 0 and K = 0.02, because K = 0 does not generate any pitch motion; furthermore, even when K = 0.02, the driver cannot detect the movement before the steering angle reaches approximately 3° and the yaw movement is near 2°. Hence, it is likely that no visual information was provided within the blind steering section of 1°–2°. Similarly, when K = 0.04, the driver can detect the pitch movement at a steering angle of approximately 1.5°; therefore, even if it is not possible to completely cover the blind section, as in the case of K = 0.06, it is possible to provide visual information to the driver for approximately half of this section, thereby reducing the variation to a certain extent. However, when K = 0.08, it is conceivable that the pitch motion was detected by the driver before the steering angle reached approximately 1°. Generally, when the driver recognized the steering input and the vehicle actually commenced the yaw movement, there was an increase in the variation, as compared to that in the case of K = 0.06; this was attributed to the additional visual information that hindered accurate operation by the driver.Finally, the effect of pitch motion on the average value of the line trace deviations was studied. In this study, the purpose of adding the pitch motion was to reduce the variation in the line trace deviations by providing drivers with visual information regarding the pitch motion, in addition to the steering reaction force information, on which drivers relied at the start of vehicle movement. Therefore, it is considered that the pitch motion required for this purpose does not affect the average value of the line trace deviations. The average values of the line trace deviations for the 25 drivers who participated in this study are shown in Fig. 18. It is confi rmed that the addition of the pitch motion does not signifi cantly alter the values.Considering that one of the causes of the variation in the line trace deviations originates from the blind steering section in the minute steering angle range, it was confi rmed that this variation can be reduced by adding a certain amount of pitch motion as visual information within the blind steering section.Based on investigations of driver sensitivity to the pitch motion, the appropriate amount of pitch motion to be added was hypothesized and experimentally verifi ed, and the quantitative effect of reducing the variation in the line trace deviations was extracted. In addition to the vehicle characteristics that enable drivers to drive appropriately, on average, in the minute steering angle range, which were clarifi ed in our previous research, the other characteristics necessary for accurate driving were identifi ed.(1) Mitsunori Tao et al., “A Clarifi cation of Relationship of Steering Force and Yaw Characteristics to Line Traceability in Small Steering Angle”, Transactions of the Society of Automotive Engineers of Japan Vol.51 No.3 pp.428-433 (2020)(2) Katsuhiko Fukui et al., “Technology for Improving Roll Feeling Based on Visual Characteristics”, Transactions of the Society of Automotive Engineers of Japan Vol.40 No.5 pp.1185-1190 (2009)(3) Hideki Sakai et al., “Damping Force Control That Sensation”, Emphasizes Transactions of the Society of Automotive Engineers of Japan Vol.43 No.3 pp.709-716 (2012)(4) Makoto Yamakado, “Study on 3-Dimensional Ideal Body Behavior by EV's Precise Braking and Driving Force Control”, Journal of the Japan Society of Precision Engineering Vol.84 No.9 pp.765-768 (2018) (5) Masayuki Imamura et al., “Development of High-Performance Driving Simulator”, Nissan Technical Review (Dynamic Performance Technology) No.83 pp.60-65 (2018)Transient Turning 0.080.060.040.020.020.06Proportional Constant K [-]0.040.150.100.050.00-0.05-0.10-0.150.08941070.020.06Proportional Constant K [-]0.04References0.08
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