JP4882433B2 - Motion sickness estimation device, operation method of motion sickness estimation device, and vehicle with motion sickness estimation device - Google Patents

Description

The present invention belongs to the technical field of motion sickness estimation apparatus, operation method of motion sickness estimation apparatus, and vehicle with motion sickness estimation apparatus.

In the conventional motion sickness estimation device, a passenger motion sickness evaluation index is calculated based on the detected integrated value of acceleration of the vehicle (see, for example, Patent Document 1).
JP 2004-286502 A

  However, the above prior art has the following problems. That is, the motion sickness of the occupant is mainly caused by the behavior of the head, but the behavior of the head changes depending on the boarding position and the presence or absence of restraint by a seat belt or the like. Therefore, it is difficult to estimate the behavior of the head from only the acceleration of the vehicle, and there is a possibility that the motion sickness evaluation index cannot be measured correctly.

The present invention has been made by paying attention to the above-mentioned problem, and the object is to provide a motion sickness estimation device that can correctly estimate an evaluation index of motion sickness, a method of operating the motion sickness estimation device, and a vehicle with motion sickness estimation device. Is to provide.

In order to achieve the above object, the present invention provides:
Occupant motion detection means for detecting the acceleration of the occupant 's head ;
Frequency weighting means for weighting the acceleration of the head based on the correlation between the frequency of acceleration of the head and motion sickness;
Based on the time integral value of the acceleration of the weighted said head, and motion sickness estimating means for estimating the likelihood that personnel riding is motion sickness,
It is characterized by providing.

  In the motion sickness estimation apparatus according to the present invention, since motion sickness is estimated based on the motion of the occupant who determines the degree of motion sickness, the evaluation index of the motion sickness of the occupant can be correctly estimated.

  Hereinafter, the best mode for carrying out the present invention will be described based on Examples 1 to 3.

First, the configuration will be described.
FIG. 1 is a diagram illustrating a vehicle with a motion sickness estimation device according to a first embodiment.
The vehicle of the first embodiment includes a display device 1, a vehicle motion sensor 2, a body pressure sensor 3, a cushion angle sensor 4a, a cushion angle actuator 4b, a backrest angle sensor 5a, and a backrest angle actuator 5b. A side support actuator 6 and a controller 7 are provided.

The display device 1 displays the motion sickness estimation result to the driver.
The vehicle motion sensor 2 detects translational motion and rotational motion of the vehicle.
The body pressure sensor 3 detects the body pressure distribution of the occupant acting on the seat 8.

The cushion angle sensor 4a detects the seat cushion angle.
The cushion angle actuator 4b changes the seat cushion angle.
The backrest angle sensor 5a detects a backrest angle.
The backrest angle actuator 5b changes the backrest angle.
The side support actuator 6 changes the shape of the side support of the seat 8.

  The controller 7 drives and controls the cushion angle actuator 4b, the backrest angle actuator 5b, and the side support actuator 6 based on the detection values of the vehicle motion sensor 2, the body pressure sensor 3, the cushion angle sensor 4a, and the backrest angle sensor 5a. Moreover, the controller 7 changes the shift schedule of the transmission 9 according to the detection value of each sensor, and controls an engine torque.

FIG. 2 is a control block diagram of the motion sickness estimation apparatus according to the first embodiment.
The motion sickness estimation apparatus 100 according to the first embodiment includes a vehicle motion detection unit (vehicle behavior detection unit) 101, an attitude data measurement unit 102, an occupant posture / physique estimation unit (occupant posture detection unit) 103, and an occupant motion estimation unit. (Occupant motion detection means) 104, frequency weighting section (frequency weighting means) 105, visibility condition determination section 106, motion sickness estimation section (vehicle motion sickness estimation means) 107, result display section (notification means) 108, A vehicle dynamic characteristic changing unit 109 and a seat shape changing unit 110 are provided.

The vehicle motion detection unit 101 corresponds to the vehicle motion sensor 2 in FIG. 1 and detects the translational motion and the rotational motion of the vehicle.
The posture data measurement unit 102 corresponds to the cushion angle sensor 4a, the backrest angle sensor 5a, and the body pressure sensor 3 in FIG. 1, and measures the seat cushion angle, the backrest angle, and the body pressure distribution.

The occupant posture / physique estimation unit 103 estimates the sitting posture and physique of the occupant from the posture data.
The occupant motion estimation unit 104 estimates the head motion of the seated occupant from the vehicle motion information and the occupant posture / physique information.
The frequency weighting unit 105 performs frequency weighting representing the frequency sensitivity of motion sickness to the estimated occupant head movement.

The visibility condition determination unit 106 determines the visibility condition whether or not the occupant can see the outside scenery from the occupant posture / physique estimation result.
The motion sickness estimation unit 107 performs motion sickness estimation from the occupant head motion subjected to frequency weighting and the visibility condition.

The occupant posture / physique estimation unit 103, the occupant motion estimation unit 104, the frequency weighting unit 105, the visibility condition determination unit 106, and the motion sickness estimation unit 107 are configured as a program of the controller 7 in FIG.
The result display unit 108 corresponds to the display device 1 of FIG. 1 and presents the motion sickness estimation result to the driver.

The vehicle dynamic characteristic changing unit 109 corresponds to the transmission 9 in FIG. 1 and changes the dynamic characteristic of the vehicle based on the motion sickness estimation result.
The seat shape changing unit 110 corresponds to the cushion angle actuator 4b, the backrest angle actuator 5b, and the side support actuator 6 in FIG. 1, and changes the seat shape based on the motion sickness estimation result.
The vehicle dynamic characteristic changing unit 109 and the seat shape changing unit 110 constitute a vehicle characteristic changing unit.

[Motion sickness estimation control process]
FIG. 3 is a flowchart illustrating the flow of motion sickness estimation control processing executed by the motion sickness estimation apparatus 100 according to the first embodiment. Each step will be described below.

  In step S10, it is determined whether or not the ignition SW is ON. If YES, the process proceeds to step S20. If NO, step S10 is repeated.

  In step S20, the dynamic characteristics of the vehicle are reset to the initial state, the flag is set to Fc = 0, and the process proceeds to step S30.

  In step S30, the occupant posture flag is set to Fp = 0, and the process proceeds to step S40.

  In step S40, the seat cushion angle, the backrest angle, the restraint state by the seat belt and the body pressure distribution are measured, and the process proceeds to step S50.

  In step S50, the sitting posture of the occupant is estimated, and the process proceeds to step S60.

  In step S60, the occupant's physique is estimated, and the routine proceeds to step S70.

  In step S70, an occupant model (calculation model) used for estimating the occupant head movement is determined, and the process proceeds to step S80.

  In step S80, from the seating posture and physique estimated in step S50 and step S60, and a database indicating the relationship between the posture and physique of the occupant riding the vehicle prepared in advance and the visibility of the scenery outside the vehicle, The visibility condition is determined, and the process proceeds to step S90.

  In step S90, the translational motion and rotational motion of the vehicle are measured, and the process proceeds to step S100.

  In step S100, the occupant head movement is estimated using the vehicle data (translation and rotation movements of the vehicle) measured in step S90 and the occupant model determined in step S70, and the process proceeds to step S110.

  In step S110, frequency weighting representing the frequency sensitivity of motion sickness is performed on the occupant head movement data estimated in step S100, and the process proceeds to step S120.

  In step S120, the motion sickness estimated value S is calculated from the occupant head movement data weighted in step S110 and the visibility condition determined in step S80, and the process proceeds to step S130.

  In step S130, the estimated value obtained in step S120 is displayed on the result display unit 108 to inform the driver of the degree of motion sickness of the occupant, and the process proceeds to step S140.

In step S140, motion sickness estimates S estimated in step S130 it is determined whether it exceeds a predetermined value S _0. If YES, the process moves to step S150, and if NO, the process moves to step S170.

  In step S150, it is determined whether or not the flag Fc is zero. If YES, the process moves to step S160, and if NO, the process moves to step S170.

  In step S160, the vehicle acceleration characteristic (transmission shift schedule) is changed so that gentle acceleration is possible to reduce motion sickness, and the process proceeds to step S170. Specifically, the magnitude of acceleration that occurs during acceleration is suppressed by changing to use a gear that is higher than the normal shift schedule.

In step S170, it is determined whether or not the motion sickness estimated value S estimated in step S130 exceeds a predetermined value S ₁ (> S ₀ ). If YES, the process moves to step S180, and if NO, the process moves to step S200.

  In step S180, it is determined whether or not the flag Fp is zero. If YES, the process moves to step S190, and if NO, the process moves to step S200.

  In step S190, in order to suppress the head movement that causes motion sickness, the occupant restraint is increased by changing the shape and seating surface angle of the seat cushion and the backrest, and the process proceeds to step S200.

  In step S200, it is determined whether the ignition SW is OFF. If YES, this control is terminated, and if NO, the process proceeds to step S40.

[Motion sickness estimation control]
If the passenger motion sickness estimated value S exceeds the predetermined value S ₀ , step S10 → step S20 → step S30 → step S40 → step S50 → step S60 → step S70 → step S80 → step S90 in the flowchart of FIG. -> Step S100-> Step S110-> Step S120-> Step S130-> Step S140-> Step S150-> Step S160 The flow proceeds to Step S160. In Step S160, the shift schedule of the transmission 9 is changed, and a gentle acceleration characteristic that reduces motion sickness is obtained. Is set.

Further, when the occupant of the motion sickness estimate S exceeds a predetermined values S _1, the process proceeds to step S170 → step S180 → step S190, in step S190, the seat cushion, the shape and seat cushion angle of the side support of the backrest It is changed and head movement that causes motion sickness is suppressed.

ただし、ａ_w(t)は周波数重み付け後加速度，Tは暴露時間(sec)である。 Next, the motion sickness estimation action by the motion sickness estimation apparatus 100 according to the first embodiment will be described.
[Emotional motion sickness estimation action based on passenger head movement]
FIG. 4 shows frequency weighting characteristics for the acceleration waveform.
Motion sickness dose value (MSDV) is defined as a quantitative evaluation index of motion sickness caused by vertical swing.

Where a _w (t) is the frequency-weighted acceleration and T is the exposure time (sec).

  The above equation is composed of frequency weighting corresponding to human frequency sensitivity to motion sickness and integration of acceleration waveform corresponding to increase in motion sickness incidence with time, and when MSDV value increases The probability of disease onset increases.

  FIG. 5 shows a correlation coefficient between the car sickness sensory score obtained by an actual vehicle running experiment and the MSDV of the vehicle floor and the occupant head calculated using the frequency weighting for each direction. From this, except for the roll direction, there was no positive correlation between floor vibration and car sickness score, and the absolute value of the correlation coefficient was also small. On the other hand, in the head movement, a relatively high positive correlation was observed in the left-right, up-down, and front-back directions.

Figure 6 shows the result of multiple regression analysis of the results of car sickness experiments, MSDV obtained from left and right and back and forth head movements, and the results of car sickness estimates obtained on the horizontal axis. It is a graph taken on the axis. As shown in FIG. 6, it was found that the car sickness score can be estimated using MSDV in the head lateral direction and the head longitudinal direction (R = 0.77).
From the above results, it can be seen that the use of data on the head of the occupant, not the floor of the vehicle, is suitable for quantitative evaluation of motion sickness, particularly car sickness.

  Therefore, in the car sickness estimation device 100 of the first embodiment, the acceleration of the head of the occupant is detected, and the possibility that the occupant is motion sick is estimated based on the acceleration of the head. Therefore, compared with the case where the motion sickness is estimated based on the acceleration of the vehicle floor, the occupant's motion sickness evaluation index can be correctly estimated.

[Motion sickness estimation action based on forward view]
It is known that visibility affects car sickness, and external visibility, especially the appearance of the front scenery, is important for suppressing car sickness. Therefore, even if the occupant head movement is the same, the degree of sickness varies greatly depending on the visibility condition. Therefore, the estimation accuracy is improved by estimating the motion sickness with the visibility condition as one of the parameters as in the first embodiment. Can be achieved.

[Head movement estimation based on vehicle motion and passenger posture]
In the first embodiment, the head acceleration is estimated based on the vehicle data (translation and rotation path) and the occupant posture. That is, since the acceleration of the head with respect to the vehicle movement varies depending on the occupant posture, the acceleration of the head can be accurately estimated by estimating the acceleration of the head from the vehicle movement and the occupant posture.

  Furthermore, in Example 1, since the head acceleration is estimated using the vehicle data and the occupant model, it is possible to estimate the head acceleration from the vehicle movement without directly measuring the movement of the occupant head. The burden on the passenger is small and an expensive measuring sensor is not required.

[Weighting action according to head acceleration frequency]
In the first embodiment, as the time integration value of the head acceleration a _w weighted based on the correlation between the acceleration frequency of the head and the motion sickness (FIG. 4) increases, the possibility that the occupant is motion sickness increases. Estimated high. Because it varies depending on the occupant's head swing direction and head acceleration frequency, an appropriate frequency weighting characteristic (Fig. 4) is used, and an increase in the incidence of motion sickness over time is taken into account by time integration. This makes it possible to accurately estimate the degree of motion sickness.

[Vehicle characteristic changing action according to motion sickness]
In the first embodiment, when there is a possibility that the occupant is motion sickness, the magnitude of the acceleration generated during acceleration is changed by changing the transmission shift schedule to use a gear higher than the normal shift schedule. Suppress. Furthermore, in Example 1, when the degree of motion sickness is high, the shape of the side support and the seating surface angle of the seat cushion and the backrest are changed to increase the occupant high speed and suppress the head movement of the occupant.

  In other words, if there is a possibility that the occupant is motion sickness, the vehicle acceleration characteristics are gentle, and if the degree of motion sickness is high, by setting the seat shape to suppress the head movement of the occupant, It becomes possible to suppress the increase (deterioration) of motion sickness.

Next, the effect will be described.
The motion sickness estimation apparatus 100 according to the first embodiment has the following effects.

  An occupant motion estimation unit 104 that detects the head behavior of the occupant and a motion sickness estimation unit 107 that estimates the possibility that the occupant is motion sick based on the head behavior. That is, by estimating the motion sickness based on the motion of the occupant who determines the degree of motion sickness, the evaluation index of the motion sickness of the occupant can be estimated more correctly than when only the vehicle motion is used.

  Since the occupant motion estimation unit 104 detects the occupant's head behavior as the occupant motion, the occupant motion estimation unit 104 estimates the motion sickness based on the concentrated head motion of the organ that detects the occupant's own motion. It is possible to correctly estimate the evaluation index of occupant motion sickness than when using it.

  A vehicle motion detection unit 101 that detects a vehicle behavior and an occupant posture / physique estimation unit 103 that detects an occupant posture are provided, and the occupant motion estimation unit 104 determines a head behavior based on the vehicle behavior and the occupant posture. To detect. Accordingly, it is possible to more accurately estimate occupant movements with different movements for the same vehicle movement and depending on the occupant posture, and it is possible to more accurately estimate the occupant motion sickness evaluation index.

  The occupant posture / physique estimation unit 103 detects at least one of the occupant's sitting posture, restraint state, body pressure distribution, height, weight, and gender, and the occupant motion estimation unit 104 is a vehicle corresponding to the seated occupant. The head behavior is calculated by a response function of the head behavior with respect to the rocking motion or a numerical model. As a result, the movement of the occupant's head can be estimated from the vehicle movement without directly measuring it, so that the burden on the occupant is small and an expensive occupant behavior measurement sensor is not required.

  The occupant motion estimation unit 104 includes a frequency weighting unit 105 that detects acceleration of the occupant's head and weights the head acceleration based on the correlation between the frequency of head acceleration and motion sickness, The motion sickness estimation unit 107 estimates the possibility that the occupant is motion sick based on the weighted time integral value of head acceleration. In other words, because the degree of influence on motion sickness varies depending on the direction of head swing and the frequency of acceleration, by using an appropriate frequency weighting characteristic and considering the increase in the incidence of motion sickness over time by time integration It becomes possible to accurately estimate the degree of motion sickness.

  -Vehicle characteristic changing means (vehicle dynamic characteristic changing unit 109, seat shape changing unit 110) for changing transmission characteristics and occupant restraint characteristics according to the possibility that the occupant is in motion sickness is provided. Thereby, it can suppress that the degree of motion sickness increases (deteriorates).

  Since the motion sickness estimation unit 107 estimates the possibility of motion sickness according to the front view of the occupant, it can estimate the degree of motion sickness that changes due to the influence of the view more accurately.

  Since the result display unit 108 for notifying the possibility of motion sickness of the occupant is provided, the degree of motion sickness of the occupant can be transmitted to the driver and reflected in the driving operation.

  With a motion sickness estimation device comprising: an occupant motion estimation unit 104 that detects the head behavior of the occupant; and a motion sickness estimation unit 107 that estimates a possibility that the occupant is motion sick based on the head behavior. It was a vehicle. That is, by estimating the motion sickness based on the concentrated head movement of the organ in which the occupant detects his / her movement, the occupant's motion sickness evaluation index can be estimated more accurately than when only the vehicle motion is used.

  -The head behavior of the occupant is detected, and the possibility that the occupant is in motion sickness is estimated based on the head behavior. That is, by estimating the motion sickness based on the concentrated head movement of the organ in which the occupant detects his / her movement, the occupant's motion sickness evaluation index can be estimated more accurately than when only the vehicle motion is used.

  A procedure for detecting the head behavior of the occupant (step S100) and a procedure for estimating the possibility that the occupant is in motion sickness based on the head behavior (step S120). That is, by estimating the motion sickness based on the concentrated head movement of the organ in which the occupant detects his / her movement, the occupant's motion sickness evaluation index can be estimated more accurately than when only the vehicle motion is used.

  Example 2 estimates the motion sickness for each occupant, suppresses the head movement of all the occupants estimated to be motion sickness, and suppresses the head movement of the occupant estimated to be the most motion sick. It is an example which changes the rear-wheel steering characteristic of a vehicle.

FIG. 7 is a diagram illustrating a vehicle with a motion sickness estimation device according to a second embodiment, and only different portions from the configuration of the first embodiment illustrated in FIG. 1 will be described.
The vehicle according to the second embodiment includes a sensitivity data input unit 10 and a rear wheel steering actuator 11.
In the sensitivity data input unit 10, the driver inputs motion sickness sensitivity data.
The rear wheel steering actuator 11 steers the rear wheel according to the steering angle of the steering wheel 12.

FIG. 8 is a control block diagram of the motion sickness estimation apparatus 200 according to the second embodiment, and only parts different from the configuration of the first embodiment shown in FIG. 2 will be described.
The motion sickness estimation apparatus 200 according to the second embodiment includes a sensitivity input unit 201, an occupant determination unit 202, a frequency weighting unit (frequency weighting unit) 203, and a rear wheel steering unit 204.
The sensitivity input unit 201 corresponds to the sensitivity data input unit 10 of FIG. 7 and inputs information such as the body sickness sensitivity and the physique and sex for identifying each occupant.

The occupant determination unit 202 identifies an individual from the physique data.
The frequency weighting unit 203 performs frequency weighting that represents the frequency sensitivity of motion sickness to the estimated occupant head movement and weighting that represents a difference in individual sensitivity.

The occupant determination unit 202 and the frequency weighting unit 203 are configured as programs of the controller 7 in FIG.
The rear wheel steering unit 204 corresponds to the rear wheel steering actuator 11 in FIG. 7, and changes and controls the rear wheel steering characteristics of the vehicle based on the motion sickness estimation result.
The rear wheel steering unit 204 and the seat shape changing unit 110 constitute vehicle characteristic changing means.

[Motion sickness estimation control process]
FIG. 9 is a flowchart illustrating the flow of motion sickness estimation control processing executed by the motion sickness estimation apparatus 200 according to the second embodiment. Each step will be described below. In addition, the same step number is attached | subjected to the step which performs the same process as Example 1 shown in FIG. 3, and description is abbreviate | omitted.

  In step S210, the rear wheel steering characteristics of the vehicle are reset to the initial state, the flag is set to Fc = 0, and the process proceeds to step S220.

  In step S220, the occupant posture flag is set to Fpn = 0 (n is 1 to the maximum number of occupants), and the process proceeds to step S230.

  In step S230, information on the motion sickness of each occupant and information such as physique and sex for identifying the individual are input to the system, and the process proceeds to step S240.

  In step S240, the seat cushion angle, backrest angle, and body pressure distribution of each seat are measured, and the process proceeds to step S250.

  In step S250, the sitting posture of each occupant is estimated, and the process proceeds to step S260.

  In step S260, the physique of each seat occupant is estimated, and the process proceeds to step S270.

  In step S270, each seat occupant model (calculation model) used for estimating the occupant head movement is determined, and the process proceeds to step S280.

  In step S280, the number N of occupants is determined from the body pressure distribution data measured in step S240, and who is the occupant in each seat is assigned, and motion sickness sensitivity is assigned, and the process proceeds to step S90.

  In step S290, the occupant head movement data estimated in step S100 is subjected to frequency weighting representing the frequency sensitivity of motion sickness and weighting representing the difference between individual sensitivities, and the process proceeds to step S300.

  In step S300, the motion sickness estimated value Sn of each occupant is calculated from the occupant head movement data weighted in step S290, and the process proceeds to step S310.

  In step S310, the maximum estimated value Smax of S140 is calculated from the N estimated values Sn obtained in step S300, and the process proceeds to step S320.

  In step S320, the maximum estimated value Smax obtained in step S310 is displayed on the result display unit 108 to inform the driver of the degree of motion sickness of the occupant, and the process proceeds to step S330.

  In step S330, it is determined whether or not the maximum value Smax of the motion sickness estimated value estimated in step S320 exceeds a predetermined value S0. If YES, the process moves to step S150, and if NO, the process moves to step S350.

  In step S340, the rear wheel steering characteristics are changed so that the head movement of the occupant corresponding to Smax is reduced, and the lateral acceleration and yaw generation methods associated with the steering operation of the occupant are changed, and the process proceeds to step S350. .

  In the subsequent loop of Step S350 to Step S390, the posture change is repeated according to the motion sickness estimated value of N occupants, and when the change of posture for N people is completed, the process proceeds to Step S200.

  In step S360, it is determined whether or not the motion sickness estimated value Sn of the occupant n exceeds a predetermined value S1. If YES, the process moves to step S370, and if NO, the process moves to step S390.

  In step S370, it is determined whether or not the flag Fpn is 0. If YES, the process proceeds to step S380, and if NO, the process proceeds to step S390.

  In step S380, in order to suppress the head movement that causes motion sickness, the shape of the side support and the seating surface angle of the seat cushion and the backrest are changed to increase the occupant restraint, and the process proceeds to step S390.

[Motion sickness estimation control]
When the motion sickness estimated value Smax of the most motion sick passenger exceeds the predetermined value S0 in each passenger, in the flowchart of FIG. 9, step S10 → step S210 → step S220 → step S230 → step S240 → Step S250 → Step S260 → Step S270 → Step S280 → Step S90 → Step S100 → Step S290 → Step S300 → Step S310 → Step S320 → Step S330 → Step S150 → Step S340 In step S340, the rear wheel steering characteristics The lateral acceleration and yaw generation characteristics associated with the steering operation of the occupant are changed so that the head movement of the occupant who is most motion sick is reduced.

Subsequently, in each passenger, if there are passenger motion sickness estimate S exceeds a predetermined values S ₁ is repeated the flow of step S350 → step S360 → step S370 → step S380 → step S390, in step S380, motion sickness estimate S occupant of the seat cushion exceeds a predetermined value S _1, the shape and seat cushion angle of the side support of the backrest is changed, the head movement is inhibited to cause motion sickness.

Next, the motion sickness estimation action by the motion sickness estimation apparatus 200 according to the second embodiment will be described.
[Vehicle characteristic changing action according to motion sickness]
In the second embodiment, when there is a possibility that the occupant is in motion sickness, the rear wheel steering characteristics are changed so that the head movement of the occupant having the highest degree of motion sickness is reduced. Further, in Example 2, when the degree of motion sickness is high, the shape of the side support and the seating surface angle of the seat cushion and the backrest are changed to increase the occupant high speed and suppress the head movement of the occupant.

  In other words, if there is a possibility that the occupant is motion sickness, the rear wheel steering characteristic is reduced, and if the degree of motion sickness is high, the occupant's head motion is suppressed. By making it into a seat shape, it becomes possible to suppress an increase (deterioration) of motion sickness.

Next, the effect will be described.
The motion sickness estimation apparatus 200 according to the second embodiment has the following effects.

  -Vehicle characteristic changing means (rear wheel steering unit 204, seat shape changing unit 110) for changing steering characteristics, rear wheel control characteristics, and occupant restraint characteristics according to the possibility that the occupant is motion sick. Thereby, it can suppress that the degree of motion sickness increases.

In the third embodiment, the possibility of motion sickness is estimated for each route to the destination by the navigation system, each route to the destination is displayed to the driver together with the possibility of motion sickness, and any route is indicated to the driver. This is an example of enabling selection.
FIG. 10 is a diagram illustrating the vehicle sickness estimation apparatus-equipped vehicle according to the third embodiment. Only parts different from the configuration of the first embodiment illustrated in FIG. 1 will be described.
The vehicle according to the second embodiment includes a navigation system 13. The navigation system 13 uses a GPS and a map database to guide a route to a destination and traffic conditions.

FIG. 11 is a control block diagram of the motion sickness estimation apparatus 300 according to the third embodiment, and only different parts from the configuration of the first embodiment shown in FIG. 2 will be described.
The motion sickness estimation apparatus 300 according to the third embodiment includes a navigation system unit (navigation system) 301, a motion sickness prediction / estimation unit (vehicle motion sickness prediction unit) 302, and a route display / selection unit 303.
The navigation system unit 301 guides the route to the destination and the traffic situation.

The motion sickness prediction / estimation unit 302 predicts / estimates motion sickness based on information from the occupant head movement and the navigation system that have been subjected to frequency weighting.
When there are a plurality of routes to the destination, the route display / selection unit 303 displays a recommended route that is less likely to cause motion sickness and allows the occupant to select the recommended route.
The navigation system unit 301 and the route display / selection unit 303 correspond to the navigation system 13 in FIG.

[Motion sickness estimation control process]
FIG. 12 is a flowchart illustrating the flow of motion sickness estimation control processing executed by the motion sickness estimation apparatus 300 according to the third embodiment. Each step will be described below. In addition, the same step number is attached | subjected to the step which performs the same process as Example 1 shown in FIG. 3, and description is abbreviate | omitted.

  In step S410, the timer is reset to set elapsed time T = 0, and the process proceeds to step S420.

  In step S420, a timer is started and the process proceeds to step S40.

  In step S430, it is determined whether or not the vehicle has started traveling from vehicle speed information or the like. If YES, the process moves to step S440, and if NO, the process moves to step S410.

  In step S440, it is determined whether or not a destination is set in the navigation system unit 301. If YES, the process moves to step S450, and if NO, the process moves to step S90.

  In step S450, a plurality of routes to the set destination are searched, and the process proceeds to step S460.

  In step S460, an occupant head movement when traveling on each route is simulated, and a motion sickness predicted value S is calculated from the result, and the process proceeds to step S470.

  In step S470, the motion sickness prediction value S for each route obtained in step S460 is displayed, and the process proceeds to step S480.

  In step S480, the driver is made to select a route, and the process proceeds to step S90.

In step S490, examines the elapsed time T from the start of running, the elapsed time T is determined whether it exceeds the predetermined time T _0. If YES, the process proceeds to step S120, and if NO, the process proceeds to step S500.

In step S500, a motion sickness prediction value S when a predetermined time T1 (> T ₀ ) has elapsed is calculated from the travel data so far, and the process proceeds to step S510.

  In step S510, the estimated value obtained in step S120 or the predicted value S obtained in step S500 is displayed on the result display unit 108 to inform the driver of the degree of motion sickness of the occupant, and the process proceeds to step S200.

[Motion sickness estimation control]
When the driver starts the vehicle after setting the destination, in the flowchart of FIG. 12, step S10 → step S410 → step S420 → step S40 → step S50 → step S60 → step S70 step S430 → step S440 → step The process proceeds from S450 to step S460 to step S470 to step S480. In step S460, the motion sickness prediction value S for each route to the destination is displayed to the driver, and the driver has a low incidence of motion sickness in step S480. A route can be selected.

Then, after weighting the passenger's head moving data proceeds to step S90 → step S100 → step S110, in step S490, if the elapsed time T from the start of running is greater than a predetermined time T _0, the step The process proceeds from S490 to step S120 to step S510. In step S510, the motion sickness estimated value S obtained in step S120 is displayed to the driver.

On the other hand, in step S490, when the elapsed time T from the start of travel is equal to or less than the predetermined time T ₀ , the process proceeds from step S490 to step S500 → step S510, and in step S510, the predetermined time T1 predicted in step S500. The motion sickness prediction value S at the time is displayed to the driver.

[Calculation method of predicted motion sickness]
The prediction of S when the predetermined time T1 has elapsed in the third embodiment can be performed by the following method, for example. When the rms value (effective value) of head acceleration in a certain direction after frequency weighting up to the elapsed time T is a _w , the predicted value of MSDV at the time of T1 is
MSDV = a _w T1 ^1/2 ms ^-1.5
It becomes.

By obtaining this for each direction and substituting it into the multiple regression equation as described in the first embodiment, a predicted value of the degree of motion sickness at time T1 can be obtained. Here, since the degree and incidence of motion sickness are time-dependent, if a sufficient time has not elapsed since the start of travel (the elapsed time T is equal to or less than the predetermined time T ₀ ), the obtained vehicle The sickness estimated value becomes a small value, and it is difficult to use it as an index for preventively implementing a change in driving method for preventing motion sickness, a change in vehicle characteristics, or the like.

On the other hand, if the degree of motion sickness after the lapse of the predetermined time T1 can be predicted as in the third embodiment, it can be dealt with in advance. That is, in Example 3, based on the running data of the predetermined time T _0, to predict motion sickness at the time of longer T1 than the predetermined time T ₀ has elapsed, motion sickness predicted from the traveling start soon after, and It is possible to present to the driver, and it is possible to change driving methods and routes for preventing motion sickness.

  Furthermore, the motion sickness estimation apparatus 300 according to the third embodiment calculates a motion sickness prediction value by simulating the movement of a plurality of routes when traveling along the route in combination with the route guidance function to the destination by navigation. The driver can select a route according to his / her preference such as a route with less motion sickness or a route with a balance between the required time and less motion sickness.

Next, the effect will be described.
The motion sickness estimation apparatus 300 according to the third embodiment has the following effects.

- motion sickness prediction and estimation unit 302, based on the running data of the predetermined time T _0, performs motion sickness prediction at the time T1 to a time longer than the predetermined time T ₀ has elapsed. Accordingly, since motion sickness can be predicted and warned soon after the start of traveling, it is possible to change the driving method for preventing motion sickness and to change vehicle characteristics.

  The motion sickness prediction / estimation unit 302 estimates the possibility of motion sickness for each route to the destination by the navigation system unit 301, and the navigation system unit 301 estimates the possibility of motion sickness for each route to the destination. In addition, it is displayed on the driver and any route can be selected by the driver. That is, the swing to which the occupant is exposed varies depending on the traveling course, and the onset probability of motion sickness is different. Therefore, by making it possible to select a route with reference to the motion sickness estimated value, it is possible to provide a more comfortable drive for the occupant.

(Other examples)
The best mode for carrying out the present invention has been described based on the first to third embodiments. However, the specific configuration of the present invention is not limited to the first to third embodiments. Design changes and the like within a range that does not depart from the gist are also included in the present invention.

  In the first embodiment, an example in which the transmission shift schedule is changed to change the acceleration characteristics of the vehicle is shown. However, in addition to this, by adjusting the way the engine torque is output with respect to the accelerator pedal opening, the magnitude of the acceleration is suppressed. May be. Further, in order to reduce acceleration caused by repeated steering operations or modified steering, the steering gain may be adjusted based on the motion sickness estimated value.

In the first embodiment, the occupant head movement is estimated using a calculation model. However, a method of measuring the head movement from a camera image of the occupant head, or a method of directly measuring with a motion sensor attached to the head is used. May be.
In the third embodiment, even when traveling on the selected route, as in the first and second embodiments, the vehicle dynamics and the occupant restraint by the seat are changed according to the driving situation, thereby further reducing motion sickness. Is possible.

It is a figure which shows the vehicle with the motion sickness estimation apparatus of Example 1. FIG. It is a control block diagram of the motion sickness estimation apparatus of Example 1. It is a flowchart which shows the flow of the motion sickness estimation control process performed with the motion sickness estimation apparatus 100 of Example 1. FIG. It is a figure which shows the frequency weighting characteristic with respect to an acceleration waveform. It is a figure which shows the correlation coefficient of the vehicle sickness sensory score obtained by the actual vehicle running experiment, and the MSDV of the vehicle floor and the occupant head calculated using the frequency weighting for each direction. The results of car sickness experiments were subjected to multiple regression analysis, and the estimated values of car sickness were calculated on the horizontal axis using MSDV obtained from the left and right and front and rear head movements, and the actual values of car sickness scores were plotted on the vertical axis. It is a graph. It is a figure which shows the vehicle with the motion sickness estimation apparatus of Example 2. FIG. It is a control block diagram of the motion sickness estimation apparatus 200 of Example 2. It is a flowchart which shows the flow of the motion sickness estimation control process performed with the motion sickness estimation apparatus 200 of Example 2. FIG. It is a figure which shows the vehicle with the motion sickness estimation apparatus of Example 3. FIG. It is a control block diagram of the motion sickness estimation apparatus 300 of Example 3. It is a flowchart which shows the flow of the motion sickness estimation control process performed with the motion sickness estimation apparatus 300 of Example 3. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Display apparatus 2 Vehicle motion sensor 3 Body pressure sensor 4a Cushion angle sensor 4b Cushion angle actuator 5a Backrest angle sensor 5b Backrest angle actuator 6 Side support actuator 7 Controller 8 Seat 9 Transmission 10 Sensitivity data input part 11 Rear-wheel steering actuator 12 Steering Wheel 13 Navigation system 100 Motion sickness estimation device 101 Vehicle motion detection unit 102 Posture data measurement unit 103 Passenger posture / physique estimation unit 104 Passenger motion estimation unit 105 Frequency weighting unit 106 Visibility condition determination unit 107 Motion sickness estimation unit 108 Result display unit 109 Vehicle dynamic characteristic change unit 110 Seat shape change unit 200 Motion sickness estimation device 201 Sensitivity input unit 202 Occupant determination unit 203 Frequency weighting unit 204 Wheel steering unit 300 Motion sickness estimation device 301 Navigation system unit 302 Prediction / estimation unit 303 Route display / selection unit

Claims (11)

Occupant motion detection means for detecting the acceleration of the occupant 's head ;
Frequency weighting means for weighting the acceleration of the head based on the correlation between the frequency of acceleration of the head and motion sickness;
Based on the time integral value of the acceleration of the weighted said head, and motion sickness estimating means for estimating the likelihood that personnel riding is motion sickness,
A motion sickness estimation apparatus comprising: The motion sickness estimation apparatus according to claim 1,
Vehicle behavior detection means for detecting vehicle behavior;
Occupant posture detection means for detecting the occupant posture;
Provided,
The motion sickness estimation device, wherein the occupant motion detection means detects the acceleration of the head based on the vehicle behavior and the occupant posture . The motion sickness estimation device according to claim 2,
The occupant posture detection means detects at least one of the occupant's sitting posture, restraint state, body pressure distribution, height, weight, and sex,
The motion sickness estimation apparatus according to claim 1, wherein the occupant motion detection means calculates the acceleration of the head by a response function of a head behavior with respect to a vehicle swing corresponding to a seated occupant or a numerical model . In the motion sickness estimation apparatus according to claim 1 to claim 3 ,
Vehicle characteristic changing means is provided for changing at least one of vehicle engine characteristics, transmission characteristics, steering characteristics, front or rear wheel control characteristics, and occupant restraint characteristics according to the possibility that the occupant is motion sick. A motion sickness estimation device characterized by that. In motion sickness estimating apparatus according to any one of claims 1 to 4,
The motion sickness estimation device according to claim 1, wherein the motion sickness estimation means performs motion sickness prediction when a time longer than a predetermined time elapses based on travel data for a predetermined time . In motion sickness estimating apparatus according to any one of claims 1 to 5,
The motion sickness estimation means estimates the possibility of motion sickness on each route to the destination by the navigation system,
The motion sickness estimation apparatus , wherein the navigation system displays each route to the destination together with the possibility of motion sickness to a driver, and allows the driver to select one of the routes . In motion sickness estimating apparatus according to any one of claims 1 to 6,
The motion sickness estimation device, wherein the motion sickness estimation means estimates the possibility of motion sickness according to the forward view of the occupant . In motion sickness estimating apparatus according to any one of claims 1 to 7,
A motion sickness estimation apparatus comprising a notification means for reporting the possibility of motion sickness of the occupant . Occupant motion detection means for detecting the acceleration of the occupant's head;
Frequency weighting means for weighting the acceleration of the head based on the correlation between the frequency of acceleration of the head and motion sickness;
Motion sickness estimation means for estimating the possibility that the occupant is motion sick, based on the weighted time integral value of the acceleration of the head;
A vehicle with a motion sickness estimation device. Detects the acceleration of the head of the occupant,
Weighting the head acceleration based on the correlation between the head acceleration frequency and motion sickness,
A motion sickness estimation apparatus characterized by estimating a possibility that an occupant is motion sick based on the weighted time integral value of acceleration of the head . A procedure in which the occupant motion detection means detects the acceleration of the occupant's head;
Frequency weighting means weighting the head acceleration based on the correlation between the head acceleration frequency and motion sickness;
A motion sickness estimating means for estimating a possibility that the occupant is motion sick based on the weighted time integral value of the acceleration of the head;
An operation method of the motion sickness estimation apparatus, comprising:

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