DE102020212434A1 - Device and method for preventing or reducing motion sickness - Google Patents

Abstract

The invention relates to a device for preventing or reducing motion sickness of at least one vehicle occupant in a vehicle, the device having a determination unit for determining travel-influencing route parameters for a selected route with a starting point and a destination, the travel-influencing route parameters at least the significant parameters with regard to comprise the route topology,has a diagnostic sensor unit which is designed to detect a respective current kinetosis value of the at least one vehicle occupant while driving. The invention also relates to a method for preventing or reducing kinetosis and a route planner, with an estimation unit (5) being provided which is designed to estimate an end-related kinetosis value of the at least one vehicle occupant (7), assuming completion of the selected route, at least below Use of the current kinetosis value and the remaining determined route parameters for the selected route with the current position as the starting point.

Description

The invention relates to a device and a method for preventing or reducing motion sickness of at least one vehicle occupant in a vehicle.

Kinetosis, also known as motion sickness or motion sickness, occurs primarily when the information from the sense of balance does not match the information from the sense of sight. This is especially the case when, for example, reading is taken while driving or the tablet display or mobile phone display is used. The sense of balance, located in the inner ear, registers even the smallest changes in speed and every single curve. At the same time, the eye fixed on the text or the display reports that nothing is moving.

This creates a contradiction in the central nervous system that cannot be resolved. This, in turn, causes the brain to unconsciously sound an alarm, which in turn causes the body to release histamine. However, above a certain level, this messenger substance causes nausea, which can even lead to vomiting.

Until now, motion sickness problems have primarily occurred in other passengers who are not drivers or passengers, since they do not have to steer the vehicle themselves or cannot follow the course of the road and are also able to carry out the activities mentioned. An increase in travel sickness is therefore to be expected if both the driver and front passenger become passengers in autonomous vehicles and can carry out the activities mentioned.

the DE 20116469 U1 discloses a device for suppressing motion sickness in vehicles with at least one sensor for detecting the vehicle acceleration and/or the vehicle speed and/or a vehicle distance, at least one control device and at least one display device present in the vehicle, the control device being based on the information from the sensor or of the sensors calculates the driving situation and the display device is provided for displaying the driving situation.

the DE 10 2016 206 154 A1 discloses a display system for a vehicle; the display system comprising a vehicle camera for capturing video data representing a moving visual representation of surroundings of the vehicle; a device for generating an image signal; and a display means that can be connected or is connected to the device in a manner capable of transmitting signals, the display means being designed to use the image signal generated by the device to display the video data on at least one partial area of the display means and at the same time to display the further video data on at least one further partial area of the display means to display.

the DE 10 2016 204 635 A1 discloses a device and a method for avoiding or reducing travel sickness in a vehicle, the vehicle having an automated driving mode in which the vehicle moves at least partially automatically, the method having the following steps, a) estimating at least one for the probability of Occurrence of travel sickness in an occupant of the vehicle with a characteristic value; b) determining, on the basis of this parameter, at least one measure suitable for reducing or avoiding motion sickness in the occupant of the vehicle; and c) transmission of information relating to this at least one measure to the driver.

It is therefore an object of the invention to specify an improved device and an improved method for preventing or reducing motion sickness of at least one vehicle occupant in a vehicle.

The object is achieved by a device having the features of claim 1 and a method having the features of claim 14. Further details of the invention and advantages of various embodiments result from the features of the dependent claims.

The object is achieved by a device for preventing or reducing kinetosis of at least one vehicle occupant in a vehicle. The device has a determination unit for determining travel-influencing route parameters for a selected route with a starting point and a destination, the travel-influencing route parameters comprising at least the significant parameters in relation to the route topology. The device has a diagnostic sensor unit which is designed to detect a current kinetosis value of the at least one vehicle occupant while driving at a current position of the vehicle. An estimation unit is provided, which is designed to estimate an end-related kinetosis value of the at least one vehicle occupant, assuming completion of the selected route, at least using the current kinetosis value and the remaining determined route parameters for the selected route with the current location as the starting point.

Route parameters that influence travel are, for example, topographical parameters such as curve radii and inclines, number of curves, gradient, type of curves, expected movements of the vehicle, which describe a topology of the route. Such route parameters can be evaluated using generally valid values, for example it is known that serpentine roads contribute to a high degree of travel sickness, as well as steep inclines, etc.

Vehicles are passenger cars, commercial vehicles, but also rail vehicles, airplanes, etc.

A diagnostic sensor unit can be a camera, for example, which is designed to record the state of health of the vehicle occupant.

The determination unit determines the route parameters that contribute in particular to the kinetosis of a vehicle occupant. Furthermore, the diagnostic sensor unit determines a current kinetosis value of the vehicle occupant while driving. The motion sickness value indicates whether the vehicle occupant shows no signs of motion sickness or whether motion sickness is beginning and the severity of the motion sickness that has already occurred, so to speak the degree of travel sickness.

Such a kinetosis value can easily be determined by a diagnostic sensor unit by general parameters such as sweating, change in complexion or others.

End-related kinetosis values are those kinetosis values that occur or would occur when the route was completely followed.

With the device according to the invention, a kinetosis value of a vehicle occupant can be determined before the end of the journey, ie at the destination, depending on its current value and the distance still to be travelled. This makes it possible, for example, to take measures dynamically depending on the current condition of the vehicle occupant to avoid, for example, severe travel sickness, such as dynamically avoiding routes with many curves or reducing the speed, etc. This ensures greater driving comfort for the vehicle occupant.

The device enables the kinetosis state of a vehicle occupant to be estimated at the end (destination point) when the current kinetosis state and the remaining distance to be traveled are evaluated and used while the vehicle is still in motion.

In this case, the final kinetosis value can be estimated, for example, by extrapolation, starting from the current kinetosis value and the distance already travelled. As a variant, previous kinetosis values of the vehicle occupant can, for example, be taken into account when estimating or determining the current kinetosis value. The device according to the invention makes it possible to assess how to proceed if a vehicle occupant feels ill while driving.

The estimation unit is designed to check whether the estimated end-related kinetosis value exceeds a predefined threshold value.

In this case, the threshold value can be a generally valid value which is specified in the device, or this threshold value can be set in a person-related manner, ie tailored to the respective vehicle occupant. The latter in particular takes account of the fact that, for example, vomiting due to motion sickness depends heavily on the person. A “low kinetosis”, ie a low kinetosis value of a first vehicle occupant, is sufficient to bring about vomiting in the latter, with the same kinetosis value only leading to slight nausea in a second vehicle occupant.

The threshold value is thus designed as a critical value, from which motion sickness or its symptoms assume a critical value. However, the threshold value can certainly have a buffer.

In a further refinement, the device is designed to maintain the selected route if the estimated end-related kinetosis value falls below the threshold value.

If the final kinetosis value is also in the normal or non-critical range at the end of the route, the original route can be retained without critical symptoms of kinetosis appearing. This saves, for example, the calculation of an alternative route.

Furthermore, the determination unit is designed to determine at least a first possible alternative route depending on the current position as the starting point and the journey-influencing alternative route parameters for the first possible alternative route when the threshold value is exceeded the alternative route parameters include at least the significant parameters in relation to the alternative route topology, and wherein the estimation unit for estimating a final first alternative kinetosis value, assuming completion of the first alternative route, at least using the current kinetosis value and the determined alternative route parameters for the first alternative route with the current position as a starting point.

The estimation unit is designed to check whether the first evasive kinetosis value exceeds a threshold value.

Furthermore, the determination unit is designed to maintain the selected alternative route if the first alternative kinetosis value falls below the threshold value and, if the first alternative kinetosis value exceeds the threshold value, at least other possible alternative routes depending on the current position as the starting point and also the alternative route parameters that influence the journey for the other possible alternative routes to be newly determined, with the travel-influencing alternative route parameters comprising at least the significant parameters in relation to the respective alternative route topologies, and with the estimation unit for estimating further end-related alternative kinetosis values, assuming completion of the further alternative routes, at least using the current kinetosis value and the determined alternative route parameters for the further alternative routes with the current position as the starting point.

The estimation unit is designed to check whether the first evasive kinetosis value exceeds a threshold value.

This makes it easy to decide whether such a detour, ie such an alternative route, is worthwhile at all, and whether the vehicle occupants will not also feel ill when driving on this alternative route.

Furthermore, the device is designed to maintain the first alternative route if the first evasive kinetosis value falls below the threshold value, wherein the determination unit is also designed to, if the first evasive kinetosis value exceeds the threshold value, at least other possible alternative routes with the current position as the starting point and also those that influence the journey Determining alternative route parameters for the other possible alternative routes, the alternative route parameters influencing the journey comprising at least the significant parameters in relation to the respective alternative route topology, and the estimation unit for estimating further end-related alternative kinetosis values, assuming the completion of a respective alternative route, at least using the current kinetosis value and the respective determined alternative route parameters with the current position as the starting point.

This means that if the first alternative route also leads to severe kinetosis of the vehicle occupant, further alternative routes—if any—are determined.

The first alternative route can be selected as the best alternative route, for example in terms of time, while the other alternative routes require a longer time, for example. In this way, all (reasonable) alternative routes can be checked and evaluated. As a result, a (strong) kinetosis with many symptoms can be prevented or reduced, for example by accepting a longer route.

Furthermore, the device is designed to offer the vehicle occupant this alternative route belonging to the alternative kinetosis value for selection when the threshold value of one of the other evasive kinetosis values is undershot.

This can prevent motion sickness. Furthermore, the device is further designed to carry out an action when the threshold value of each of the further evasive kinetosis values is exceeded. This means that preventing or reducing motion sickness is no longer possible. The action can, for example, be the outputting of an optical and/or acoustic and/or haptic warning signal. A break can also be recommended, for example. In the case of an automated vehicle with a high level of autonomy, for example, the next rest area can be driven to.

The diagnostic sensor unit is designed to determine the current kinetosis value of the at least one vehicle occupant at predetermined time intervals.

This can be a time set in advance by the manufacturer, for example every 5 minutes.

The diagnostic sensor unit can also be designed to adapt the predefined time intervals depending on the current kinetosis value and/or the determined route parameters. Thus, a shortened time to determine/measure may occur, and/or if based It is known from the determined route parameters that kinetosis can occur more frequently (e.g. many curves, serpentine roads) also a shorter period of time. If the current and the end-related kinetosis value is still below the threshold value, but close to it, a more frequent measurement can also be carried out in order to offer a detour/alternative route in good time.

In a further refinement, the diagnostic sensor unit is designed to detect a current kinetosis value of a number of vehicle occupants in a vehicle. The estimation unit is designed to estimate the most critical end-related kinetosis value of the multiple vehicle occupants, assuming completion of the selected route, at least using the current kinetosis values of the multiple vehicle occupants and the determined route parameters for the selected route. Subsequently, this most critical end-related kinetosis value is further used. This prevents, for example, one vehicle occupant from vomiting or severe travel sickness, which also affects the other vehicle occupants. This increases driving comfort for everyone.

Alternatively, the diagnostic sensor unit is designed to recognize a respective current kinetosis value of a number of vehicle occupants in a vehicle and to determine a most critical current kinetosis value. Furthermore, the estimation unit is then designed to estimate a critical final kinetosis value, assuming completion of the selected route, using the most critical current kinetosis value and the determined route parameters for the selected route. This saves computing capacity since the most critical end-related kinetosis value is only determined for the most critical current kinetosis value.

In addition, a route planner can be provided, which includes a device as described above, wherein the route planner is designed to display and select a changed course of the route depending on an end-related kinetosis value. The device can be integrated in the route planner. Such a route planner can be a navigation system, for example. As a result, alternative routes can be displayed very easily, for example.

• - Ermitteln von fahrtbeeinflussenden Routenparameter für eine ausgewählte Route mit einem Anfangspunkt und einem Zielpunkt, wobei die fahrtbeeinflussenden Routenparameter zumindest die signifikanten Parameter in Bezug auf die Routentopologie umfassen,
• - Erkennen eines jeweils aktuellen Kinetosewertes zumindest eines Fahrzeuginsassen durch eine diagnostische Sensoreinheit bei einem aktuellen Standpunkt des Fahrzeugs,
• - Abschätzen eines endbezogenen Kinetosewertes des zumindest einen Fahrzeuginsassen bei angenommener Vollendung der ausgewählten Route, zumindest unter Verwendung des jeweils aktuellen Kinetosewertes des zumindest einen Fahrzeuginsassen und der verbleibenden ermittelten Routenparameter für die ausgewählte Route mit den aktuellen Standpunkt als Anfangspunkt.

Furthermore, the object is achieved by a method for implementation on a device as described above, comprising the steps:

• - Determining journey-influencing route parameters for a selected route with a starting point and a destination, the journey-influencing route parameters comprising at least the significant parameters in relation to the route topology,
• - Recognition of a current kinetosis value of at least one vehicle occupant by a diagnostic sensor unit at a current position of the vehicle,
• - Estimating a final kinetosis value of the at least one vehicle occupant assuming completion of the selected route, at least using the respective current kinetosis value of the at least one vehicle occupant and the remaining determined route parameters for the selected route with the current location as the starting point.

By determining the current state of motion sickness using the current kinetosis value and estimating the motion sickness level in the form of the end-related kinetosis value / (remaining distance assessment) at the end of the journey, a need to dynamically detour routes that trigger strong motion sickness can be identified. In this way, alternative routes can be determined in a targeted manner, which contribute to the reduction or avoidance of motion sickness. If this is not possible, alternative actions such as stopping or driving more slowly can be suggested. As a result, the driving comfort of the vehicle occupants increases significantly. The advantages of the device can also be transferred to the method.

Further features, properties and advantages of the present invention result from the following description with reference to the enclosed figures.

• 1: eine erste Ausgestaltung einer erfindungsgemäßen Vorrichtung,
• 2: eine zweite Ausgestaltung einer erfindungsgemäßen Vorrichtung,
• 3: eine weitere Ausgestaltung einer erfindungsgemäßen Vorrichtung.

The figures show schematically:

• 1 : a first embodiment of a device according to the invention,
• 2 : a second embodiment of a device according to the invention,
• 3 : another embodiment of a device according to the invention.

1 1 shows a device 1a for preventing or reducing kinetosis of at least one vehicle occupant in a vehicle 2. The device 1a has a determination unit 3. FIG. The determination unit 3 can be integrated in a navigation system, for example.

The navigation system can, for example, calculate a route by entering a starting point and a destination, which example way by an operator / driver / vehicle occupants 7 can be selected.

Such a route calculation takes place primarily through optimization with regard to the time required and the kilometers required to reach the desired destination.

Navigation systems are primarily set up to guide vehicle 2 over a freeway, even if this route is a few kilometers longer. The navigation system displays the routes, with the desired route then being selected by the operator.

After the desired route has been selected, the determination unit 3 determines the route parameters that influence the journey for this route.

Route parameters that influence travel are, for example, topographical parameters such as curve radii and inclines, number of curves, gradient, type of curves, expected movements of the vehicle, which describe a topology of the route. Such route parameters can be evaluated using generally applicable values with regard to their topography, for example it is known that serpentine roads contribute to a high degree of travel sickness, as well as steep inclines, etc.

Such route parameters can, for example, be stored in sections for respective routes in a navigation system, or the determination unit analyzes the selected route itself with regard to its topographical conditions.

A diagnostic sensor unit 4 is also provided. This is designed to recognize a state of health of a vehicle occupant 7 with regard to motion sickness.

For example, such a diagnostic sensor unit 4 can be a camera that scans the face of a vehicle occupant 7 for significant features, or there is a camera for detecting perspiration. Other methods may also be possible.

There are several such diagnostic sensor units 4 or several cameras which transmit the recorded data of each vehicle occupant 7 to an evaluation unit of the diagnostic sensor unit 4, for example.

The diagnostic sensor unit 4 detects a current, ie instantaneous, kinetosis value of the at least one vehicle occupant 7 while driving, ie while the vehicle 2 is at a current location. A motion sickness value indicates the condition of the vehicle occupant 7 during the journey with regard to motion sickness, for example this can be in the range “no motion sickness, suspicion or beginning motion sickness, motion sickness”, although any other classification is also possible.

The device 1a also has an estimation unit 5, which is designed to estimate an end-related kinetosis value of the at least one vehicle occupant 7, assuming completion of the selected route. The final kinetosis value is determined using the current kinetosis value of the vehicle occupant 7 and the remaining determined route parameters for the remaining route. This means that, depending on the current position of the vehicle and the current kinetosis value at this position, an assessment is made as to how the kinetosis value of the vehicle occupant 7 will continue to develop during the journey.

In this case, the final kinetosis value can be estimated, for example, by extrapolation, starting from the current kinetosis value and the distance already travelled.

The device 1a according to the invention can be used to estimate how to proceed if a vehicle occupant 7 feels ill while driving.

The estimation unit 5 enables the state of kinetosis of a vehicle occupant 7 to be estimated at the end (destination) by evaluating and using the current state of kinetosis at a current point of view and the remaining distance to be driven while the journey is still in progress.

Furthermore, the estimation unit 5 is designed to check whether the estimated end-related kinetosis value of the vehicle occupant 7 exceeds a predefined threshold value.

This threshold value can be determined individually for each vehicle occupant 7, for example, or a generally applicable threshold value is used.

This can be obtained from a large number of vehicle data, for example, and can be stored in the diagnostic sensor unit 4 .

The threshold value can be set in such a way that there is a certain buffer, so that vomiting is unlikely, for example, even if the threshold value is just met. If the threshold is not reached, the route continues as planned.

If the threshold value is exceeded, at least one first possible alternative route is determined by the determination unit 3 depending on the distance still to be traveled to the destination. Furthermore, the alternative route parameters affecting the journey are determined for this first alternative route, the alternative route parameters affecting the journey including at least the significant parameters with regard to the alternative route topology for the remaining route.

A first end-related evasive kinetosis value, which relates to the first evasive route, is then determined by the estimation unit 5, specifically using the stretch of the evasive route that still has to be traveled and the current kinetic kinetic value.

A determination is then made as to whether the first end related avoidance kinetosis value remains below the threshold.

If it remains below the threshold value, the driver can be offered the first alternative route for further travel with the corresponding information on a display 6, in particular the display 6 of a navigation system.

In the case in which the first end-related evasive kinetosis value is also above the threshold value, further evasive routes are determined by the determination unit 3 . The presence of a second alternative route is assumed here merely as an example as possible additional alternative routes.

The alternative route parameters affecting the journey for the remaining route are also determined for this second alternative route, the alternative route parameters affecting the journey comprising at least the significant parameters relating to the alternative route topology of the second alternative route.

A second end-related evasive kinetosis value, which relates to the second evasive route, is then determined by the estimation unit 5, specifically using the stretch of the second evasive route still to be traveled and the current kinetic kinetic value.

A determination is then made as to whether the second end related avoidance kinetosis value remains below the threshold.

If it remains below the threshold value, the driver can be offered the second alternative route for further travel with the corresponding information on a display 6, for example of a navigation system.

In the case in which the second end-related avoidance kinetosis value is also above the threshold value and no further avoidance routes are available or sensible, the device 1a carries out an action. This means that preventing or reducing motion sickness is no longer possible. The action here is, for example, issuing an optical and/or acoustic and/or haptic warning signal. Furthermore, a pause on the display 6 can be recommended, for example. In the case of an automated vehicle 2 with a high level of autonomy, the next rest area can be approached, for example.

In this case, the diagnostic sensor unit 4 can be designed to determine the current kinetosis value of the at least one vehicle occupant 7 at predetermined time intervals. These time intervals can be stored in advance in the device 1a.

In addition, the diagnostic sensor unit 4 can be designed to adapt the specified time intervals depending on the current kinetosis value and/or the determined route parameters. This takes account of the fact that, for example, the current kinetosis value indicates the onset of nausea or the route has many bends, etc., which can cause nausea. In this way, it can be prevented that, for example, if the subsequent current kinetosis value is determined/measured too late, a bypass is no longer possible without travel sickness, for example.

2 shows a further embodiment of a device 1b according to the invention for a vehicle 2 with several vehicle occupants 7. The device 1b also has the determination unit 3. FIG. The determination unit 3 can be integrated in a navigation system, for example.

By entering a starting point and a destination, the navigation system can calculate a route, for example, which can be selected by an operator/driver/vehicle occupant 7 , for example.

The device 1b also has a number of diagnostic sensor units 4, which determine a current kinetosis value for each of the vehicle occupants 7 while driving. The current kinetosis value can be calculated centrally in a processor, for example.

The device 1b also has the estimation unit 5, which is designed to estimate an end-related kinetosis value of all vehicle occupants 7, assuming full ending of the selected route. The final kinetosis value is determined using the current kinetosis value of the vehicle occupant 7 and the remaining determined route parameters for the remaining route.

In this case, the final kinetosis value can be estimated, for example, by extrapolation, starting from the current kinetosis value and the distance already travelled.

Estimation unit 5 estimates the most critical end-related kinetosis value of multiple vehicle occupants 7, assuming completion of the selected route, at least using the current kinetosis values of multiple vehicle occupants 7 and the determined route parameters for the selected route (the remaining route).

Furthermore, the estimation unit 5 is designed to check whether the estimated most critical end-related kinetosis value of the one vehicle occupant 7 exceeds the predefined threshold value. This threshold value can be determined individually for this vehicle occupant 7, for example, or a generally applicable threshold value is used.

If the threshold is not reached, the route continues as planned. If the threshold value is exceeded, at least one first possible alternative route is determined by the determination unit 3 depending on the distance still to be traveled to the destination. In addition, the alternative route parameters that affect the journey are determined for this first alternative route, with the alternative route parameters that influence the journey comprising at least the significant parameters with regard to the alternative route topology.

The first, most critical, end-related evasion kinetosis value, which relates to the first evasion route, is then determined by the estimation unit 5, specifically using the section of the evasion route that still has to be traveled and the current kinetosis values.

A determination is then made as to whether the first most critical end related avoidance kinetosis value remains below the threshold.

If it remains below the threshold value, the driver can be offered the first alternative route for further travel with the corresponding information on a display 6, in particular the display 6 of a navigation system.

In the case in which the first most critical end-related evasive kinetosis value is also above the threshold value, further evasive routes are determined by the determination unit 3 . The presence of a second alternative route is assumed here merely as an example as possible additional alternative routes.

The alternative route parameters influencing the journey are also determined for this second alternative route, the alternative route parameters influencing the journey comprising at least the significant parameters with regard to the alternative route topology of the second alternative routes.

The second most critical end-related evasive kinetosis value, which relates to the second evasive route (in relation to the remaining route), is then determined by the estimation unit 5, specifically using the route still to be traveled on the second evasive route and the current kinetosis values.

A determination is then made as to whether the second most critical end related avoidance kinetosis value remains below the threshold. If it remains below the threshold value, the driver can be offered the corresponding information on a display 6, in particular the display 6 of a navigation system, for selection of the second alternative route for further travel.

In the case in which the second most critical end-related avoidance kinetosis value is also above the threshold value and no further avoidance routes are available or meaningful, the device 1b carries out an action. This means that preventing or reducing motion sickness is no longer possible. The action here is the outputting of an optical and/or acoustic and/or haptic warning signal. Furthermore, a pause on the display 6 can be recommended, for example. In the case of an automated vehicle 2 with a high level of autonomy, the next rest area can be approached, for example.

3 shows a further embodiment of a device 1c according to the invention for a vehicle 2 with several vehicle occupants 7. The device 1c also has the determination unit 3. FIG.

The device 1c also has a number of diagnostic sensor units 4, which determine a current kinetosis value for each of the vehicle occupants 7 while driving, specifically at a current position of the vehicle 2. The current kinetosis value can be calculated centrally in a processor, for example.

The diagnostic sensor unit 4 is also designed to determine a most critical current kinetosis value of the recorded current kinetosis values.

The device 1c also has the estimation unit 5, which is designed to estimate a most critical end-related kinetosis value of the one vehicle occupant 7, given the assumed completion of the selected route. The most critical end-related kinetosis value is determined using the current most critical kinetosis value of one vehicle occupant 7 and the remaining determined route parameters for the remaining route.

In this case, the most critical final kinetosis value can be estimated, for example, by extrapolation, starting from the most critical current kinetosis value and the route already travelled. This saves an evaluation of all end-related kinetosis values, which leads to a faster result and saves computing capacity.

It is then determined whether the most critical end-related kinetosis value remains below the threshold value and, if necessary, a first alternative route and, if necessary, further alternative routes are determined, as well as, if necessary, an action such as a warning is output on the display 6 .

By determining the instantaneous current kinetosis value and estimating the final kinetosis value at the end of the journey/route, the devices 1a, 1b, 1c can be used to dynamically detour routes that trigger strong kinetosis. As a result, the driving comfort of the vehicle occupants increases significantly.

Reference List

1a, 1b, 1c

contraption

2

vehicle

3

investigation unit

4

diagnostic sensor unit

5

estimation unit

6

screen

7

vehicle occupants

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 20116469 U1 [0005]
• DE 102016206154 A1 [0006]
• DE 102016204635 A1 [0007]

Claims (14)

Device (1a, 1b, 1c) for preventing or reducing kinetosis of at least one vehicle occupant (7) in a vehicle (2), the device (1a, 1b, 1c) having: - a determination unit (3) for determining route parameters influencing the journey for a selected route with a starting point and a destination, the route parameters influencing the journey comprising at least the significant parameters relating to the route topology, and - a diagnostic sensor unit (4) which is designed to measure a current kinetosis value of the at least one vehicle occupant (7 ) while driving at a current position of the vehicle (2), characterized in that an estimation unit (5) is provided, which is designed to estimate an end-related kinetosis value of the at least one vehicle occupant (7), assuming completion of the selected Route, at least using the current kinetosis value and the remaining determined route parameters for the selected route with the current location as the starting point. Device (1a, 1b, 1c) after claim 1 , characterized in that the estimation unit (5) is designed to check whether the estimated end-related kinetosis value exceeds a predetermined threshold value. Device (1a, 1b, 1c) after claim 2 , characterized in that the device (1a, 1b, 1c) is designed to maintain the selected route when the estimated end-related kinetosis value falls below the threshold value. Device (1a, 1b, 1c) after claim 2 or 3 , characterized in that the determination unit (3) is designed to determine at least a first possible alternative route depending on the current position as the starting point and the journey-influencing alternative route parameters for the one first possible alternative route when the threshold value is exceeded, the journey-influencing alternative route parameters being at least the include significant parameters in relation to the alternative route topology, and wherein the estimation unit (5) for estimating a final first alternative kinetosis value, assuming completion of the first alternative route, at least using the current kinetosis value and the determined alternative route parameters for the first alternative route with the current position as Starting point, is formed. Device (1a, 1b, 1c) after claim 4 , characterized in that the estimation unit (5) is designed to check whether the first evasive kinetosis value exceeds a threshold value. Device (1a, 1b, 1c) after claim 5 , characterized in that the device (1a, 1b, 1c) is designed to maintain the first evasive route when the first evasive kinetosis value falls below the threshold value and the determination unit (3) is designed to, when the first evasive kinetic value exceeds the threshold value to determine at least further possible alternative routes with the current position as the starting point and also the alternative route parameters influencing the journey for the further possible alternative routes, the alternative route parameters influencing the journey comprising at least the significant parameters in relation to the respective alternative route topology, and the estimation unit (5) for estimating further ones End-related alternative kinetosis values, assuming completion of a respective alternative route, at least using the current kinetosis value and the respective alternative route parameters determined for the further alternative route n with the current viewpoint as the starting point. Device (1a, 1b, 1c) according to claim 6 , characterized in that the device (1a, 1b, 1c) is designed to offer the vehicle occupant (7) this alternative route belonging to the alternative kinetosis value for selection when the threshold value of one of the other alternative kinetosis values is undershot. Device (1a, 1b, 1c) according to claim 6 or 7 , characterized in that the device (1a, 1b, 1c) is designed to bring about an action when the threshold value of each of the further evasive kinetosis values is exceeded. Device (1a, 1b, 1c) after claim 8 , characterized in that the action is the output of an optical and / or acoustic and / or haptic warning signal. Device (1a, 1b, 1c) according to one of the preceding claims, characterized in that the diagnostic sensor unit (4) is designed to determine the current kinetosis value of the at least one vehicle occupant (7) at predetermined time intervals. Device (1a, 1b, 1c) according to one of the preceding claims, characterized in that the diagnostic sensor unit (4) to is designed to adjust the predetermined time intervals depending on the current kinetosis value and/or the determined route parameters. Device (1a, 1b, 1c) according to one of the preceding claims, characterized in that the diagnostic sensor unit (4) is designed to detect a current kinetosis value of a plurality of vehicle occupants (7) in a vehicle (2), the estimation unit (5) is designed to estimate the most critical end-related kinetosis value of the multiple vehicle occupants (7), assuming completion of the selected route, at least using the current kinetosis values of the multiple vehicle occupants (7) and the determined route parameters for the selected route. Device (1a, 1b, 1c) according to any one of the preceding Claims 1 until 11 , characterized in that the diagnostic sensor unit (4) is designed to recognize a respective current kinetosis value of several vehicle occupants (7) in a vehicle (2) and to determine a most critical current kinetosis value and wherein the estimation unit (5) is designed , for estimating a most critical final kinetosis value assuming completion of the selected route, using the most critical current kinetosis value and the determined route parameters for the selected route. Method to be carried out on a device (1a, 1b, 1c) according to one of the preceding ones Claims 1 until 13 characterized by the steps: - determining journey-influencing route parameters for a selected route with a starting point and a destination, the journey-influencing route parameters comprising at least the significant parameters in relation to the route topology, - recognizing a current kinetosis value of at least one vehicle occupant (7) by a diagnostic sensor unit (4) at a current position of the vehicle (2), - estimating a final kinetosis value of the at least one vehicle occupant (7) assuming completion of the selected route, at least using the current kinetosis value of the at least one vehicle occupant (7) and the remaining determined route parameters for the selected route with the current location as the starting point.

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