Driver perception of steering feel
Identifieur interne : 005A30 ( Main/Exploration ); précédent : 005A29; suivant : 005A31Driver perception of steering feel
Auteurs : A. C. Newberry [Royaume-Uni] ; M. J. Griffin [Royaume-Uni] ; M. Dowson [Royaume-Uni]Source :
- Proceedings of the Institution of Mechanical Engineers. Part D, Journal of automobile engineering [ 0954-4070 ] ; 2007.
Descripteurs français
- Pascal (Inist)
- Wicri :
- topic : Automobile, Homme.
English descriptors
- KwdEn :
Abstract
Steering feel is optimized at a late stage of vehicle development, using prototype vehicles and expert opinion. An understanding of human perception may assist the development of a good 'feel' earlier in the design process. Three psychophysical experiments have been conducted to advance understanding of factors contributing to the feel of steering systems. The first experiment, which investigated the frames of reference for describing the feel (i.e. haptic properties) of a steering wheel, indicated that subjects focused on the steady state force that they applied to the wheel rather than the steady state torque, and on the angle that they turned the wheel rather than the displacement of their hands. In a second experiment, thresholds for detecting changes in both steady state steering-wheel force and steady state steering-wheel angle were determined as about 15 per cent. The rate of growth in the perception of steady state steering-wheel force and steady state steering-wheel angle were determined using magnitude estimation and magnitude production. It was found that, according to Stevens' power law, the sensation of steady state steering-wheel force increases with a power of 1.39 with increased force, whereas the perception of steady state steering-wheel angle increases with a power of 0.93 with increased steering-wheel angle. The implications for steering systems are discussed.
Affiliations:
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Griffin</name><affiliation wicri:level="1"><inist:fA14 i1="01"><s1>Human Factors Research Unit, University of Southampton</s1><s2>Southampton</s2><s3>GBR</s3><sZ>1 aut.</sZ><sZ>2 aut.</sZ></inist:fA14><country>Royaume-Uni</country><wicri:noRegion>Southampton</wicri:noRegion></affiliation></author><author><name sortKey="Dowson, M" sort="Dowson, M" uniqKey="Dowson M" first="M." last="Dowson">M. 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C." last="Newberry">A. C. Newberry</name><affiliation wicri:level="1"><inist:fA14 i1="01"><s1>Human Factors Research Unit, University of Southampton</s1><s2>Southampton</s2><s3>GBR</s3><sZ>1 aut.</sZ><sZ>2 aut.</sZ></inist:fA14><country>Royaume-Uni</country><wicri:noRegion>Southampton</wicri:noRegion></affiliation><affiliation wicri:level="1"><inist:fA14 i1="02"><s1>Jaguar Cars Ltd</s1><s3>GBR</s3><sZ>1 aut.</sZ><sZ>3 aut.</sZ></inist:fA14><country>Royaume-Uni</country><wicri:noRegion>Jaguar Cars Ltd</wicri:noRegion></affiliation></author><author><name sortKey="Griffin, M J" sort="Griffin, M J" uniqKey="Griffin M" first="M. J." last="Griffin">M. J. Griffin</name><affiliation wicri:level="1"><inist:fA14 i1="01"><s1>Human Factors Research Unit, University of Southampton</s1><s2>Southampton</s2><s3>GBR</s3><sZ>1 aut.</sZ><sZ>2 aut.</sZ></inist:fA14><country>Royaume-Uni</country><wicri:noRegion>Southampton</wicri:noRegion></affiliation></author><author><name sortKey="Dowson, M" sort="Dowson, M" uniqKey="Dowson M" first="M." last="Dowson">M. Dowson</name><affiliation wicri:level="1"><inist:fA14 i1="02"><s1>Jaguar Cars Ltd</s1><s3>GBR</s3><sZ>1 aut.</sZ><sZ>3 aut.</sZ></inist:fA14><country>Royaume-Uni</country><wicri:noRegion>Jaguar Cars Ltd</wicri:noRegion></affiliation></author></analytic><series><title level="j" type="main">Proceedings of the Institution of Mechanical Engineers. Part D, Journal of automobile engineering</title><title level="j" type="abbreviated">Proc. Inst. Mech. Eng., D J. automob. eng.</title><idno type="ISSN">0954-4070</idno><imprint><date when="2007">2007</date></imprint></series></biblStruct></sourceDesc><seriesStmt><title level="j" type="main">Proceedings of the Institution of Mechanical Engineers. Part D, Journal of automobile engineering</title><title level="j" type="abbreviated">Proc. Inst. Mech. Eng., D J. automob. eng.</title><idno type="ISSN">0954-4070</idno></seriesStmt></fileDesc><profileDesc><textClass><keywords scheme="KwdEn" xml:lang="en"><term>Design process</term><term>Engineering design</term><term>Experimental study</term><term>Hand</term><term>Human</term><term>Motor car</term><term>Power law</term><term>Process planning</term><term>Product development</term><term>Steady state</term><term>Steering wheel</term><term>Tactile sensitivity</term><term>Vehicle direction</term><term>Vehicle driving</term><term>Wheel</term></keywords><keywords scheme="Pascal" xml:lang="fr"><term>Conduite véhicule</term><term>Direction véhicule</term><term>Automobile</term><term>Conception ingénierie</term><term>Développement produit</term><term>Homme</term><term>Processus conception</term><term>Préparation gamme fabrication</term><term>Sensibilité tactile</term><term>Volant</term><term>Régime permanent</term><term>Roue</term><term>Main</term><term>Loi puissance</term><term>Etude expérimentale</term></keywords><keywords scheme="Wicri" type="topic" xml:lang="fr"><term>Automobile</term><term>Homme</term></keywords></textClass></profileDesc></teiHeader><front><div type="abstract" xml:lang="en">Steering feel is optimized at a late stage of vehicle development, using prototype vehicles and expert opinion. An understanding of human perception may assist the development of a good 'feel' earlier in the design process. Three psychophysical experiments have been conducted to advance understanding of factors contributing to the feel of steering systems. The first experiment, which investigated the frames of reference for describing the feel (i.e. haptic properties) of a steering wheel, indicated that subjects focused on the steady state force that they applied to the wheel rather than the steady state torque, and on the angle that they turned the wheel rather than the displacement of their hands. In a second experiment, thresholds for detecting changes in both steady state steering-wheel force and steady state steering-wheel angle were determined as about 15 per cent. The rate of growth in the perception of steady state steering-wheel force and steady state steering-wheel angle were determined using magnitude estimation and magnitude production. It was found that, according to Stevens' power law, the sensation of steady state steering-wheel force increases with a power of 1.39 with increased force, whereas the perception of steady state steering-wheel angle increases with a power of 0.93 with increased steering-wheel angle. The implications for steering systems are discussed.</div></front></TEI><affiliations><list><country><li>Royaume-Uni</li></country></list><tree><country name="Royaume-Uni"><noRegion><name sortKey="Newberry, A C" sort="Newberry, A C" uniqKey="Newberry A" first="A. C." last="Newberry">A. C. Newberry</name></noRegion><name sortKey="Dowson, M" sort="Dowson, M" uniqKey="Dowson M" first="M." last="Dowson">M. Dowson</name><name sortKey="Griffin, M J" sort="Griffin, M J" uniqKey="Griffin M" first="M. J." last="Griffin">M. J. Griffin</name><name sortKey="Newberry, A C" sort="Newberry, A C" uniqKey="Newberry A" first="A. C." last="Newberry">A. C. 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