CN115670464A - Method and device for detecting motion sickness critical states of vehicle occupants - Google Patents

Abstract

The invention relates to a method and a device (10) for detecting a critical state (KS) of motion sickness (KS) of a vehicle occupant (30) in a vehicle (20) by means of at least one detection device (40) and at least one The analysis device (50) is carried out, wherein, in a first step (S1), at least one physiological characteristic parameter (EK) of the vehicle occupant (30) is detected by the detection device (40), wherein, by the analysis device (50) Determine the susceptibility value (AF) of the vehicle occupant (30) for the critical state (KS) of motion sickness according to the detected characteristic parameter (EK), wherein, in the step (S2) after the first step (S1), by At least one monitoring device (80) monitors at least one motion sickness critical measurement variable (KM), wherein the analysis device (50) identifies traffic The motion sickness critical state (KS) of the tool occupant (30).

Description

Method and apparatus for identifying a critical state of motion sickness for a vehicle occupant

technical field

The invention relates to a method and a device for detecting a motion sickness critical state of a vehicle occupant in a vehicle.

Background technique

A critical state of motion sickness in a vehicle occupant may exist when the vehicle occupant perceives vehicle motion and the vehicle motion is unusual and/or unpredictable to the vehicle occupant. In particular, a critical state of motion sickness may exist when a vehicle occupant is engaged in non-driving-related activities in the vehicle, such as reading a book or watching a video.

或者说易受影响性)。这尤其意味着要用于抵消(Entgegenwirken，或者说反作用于)晕动临界状态的措施只对某些确定的交通工具乘员是重要的或有帮助的。Vehicle occupants generally have an individual, i.e., vehicle occupant-specific susceptibility to the occurrence of a critical state of motion sickness (

or susceptibility). This means in particular that measures to counteract (entgegenwirken, or counteract) the critical state of motion sickness are only relevant or helpful for certain vehicle occupants.

Patent document WO 2020/07407A1 relates to a method and a system aimed at combating motion sickness. In particular, a method for the preventive detection of motion sickness is disclosed, wherein the method is intended to predict the appearance of the first symptoms of motion sickness in a vehicle occupant.

A method is known from DE 10 2019 003 429 A1 for predicting and reducing or avoiding disturbances caused by motion sickness to occupants during driving operation of a vehicle, wherein the occupant is captured at least by means of a vehicle camera detection. In this case, the susceptibility of the occupant to a borderline disturbance of motion sickness is predetermined by means of a questionnaire answered by the occupant. Therefore, the active participation of the vehicle occupant is necessary.

Contents of the invention

The technical problem to be solved by the present invention is to provide a method and a device which detect a critical state of motion sickness of a vehicle occupant in a reliable and robust manner.

The technical problem is solved by a method and a device for detecting a motion sickness critical state of a vehicle occupant in a vehicle.

The basic idea of the invention is to determine the individual (or unique) susceptibility of the vehicle occupant to a critical state of motion sickness in a first step, and in a further step to monitor at least one critical measurement variable of motion sickness in this way, Based on the determined susceptibility of the vehicle occupant and the motion-sickness-critical measured variable, a motion-sickness critical state can be detected.

A method is therefore proposed for detecting (detecting, or detecting) a motion-sickness critical state of a vehicle occupant in a vehicle by means of at least one detection device and at least one evaluation device.

The vehicle is used in particular for transporting at least one vehicle occupant, for example on land, water or air. The vehicle preferably enables the vehicle occupant to at least partially perceive the surroundings, for example by means of glass panes designed as windows. The vehicle can be designed in such a way that the vehicle does not need a driver to drive the vehicle, ie the vehicle moves autonomously, at least temporarily. In particular, the vehicle can be designed such that the at least one vehicle occupant can perform activities that are not related to driving. The vehicle may include a vehicle seat whereby at least one vehicle occupant may sit on the vehicle seat and be strapped in. The vehicle is preferably a motor vehicle or a passenger car. However, other types of vehicles are also possible.

A vehicle may include, in particular, a vehicle coordinate system that is fixed relative to the vehicle. The vehicle coordinate system may include a vertical axis, a horizontal axis and a vertical axis (or height axis). The longitudinal axis may be the roll axis of the vehicle. The transverse axis may be the pitch axis of the vehicle. The vertical axis may be the yaw axis of the vehicle. Alternatively or cumulatively, the vertical axis may be oriented parallel and opposite to the direction of gravity. Directional specifications such as "up", "down" and the like refer to a vertical axis that is oriented from bottom to top. Directional specifications such as "left" and "right" and the like refer to a right-to-left oriented horizontal axis. Directional specifications such as "front" and "rear" and the like refer to the longitudinal axis, which is oriented from rear to front. In particular, the direction of travel of the vehicle can be oriented parallel to the longitudinal axis.

Furthermore, in order to describe the motion of the vehicle, ie the motion of the driving dynamics of the vehicle, a reference coordinate system fixed relative to the surrounding position of the vehicle is used, which likewise includes a longitudinal axis, a transverse axis and a vertical axis. When the vehicle moves, the vehicle or the vehicle coordinate system moves relative to the reference coordinate system. Vehicle motion may represent, inter alia, the position, orientation, velocity, acceleration and/or jerk (ruck, or change in acceleration per unit time) of the vehicle relative to a reference frame or one or more axes of the vehicle frame . The method is preferably carried out during driving operation. Driving operation refers to the movement of the vehicle.

The vehicle occupant may be subjected to various movements or forces which are caused in particular by the movement of the vehicle, for example due to the inertia of the vehicle occupant as the vehicle accelerates. A vehicle occupant may perceive the described vehicle movements, for example via the vestibular organs. In such cases, the perception of vehicle motion may be subjective and related to the individual condition of the vehicle occupant. In particular, the sensation may be related to the activities of the vehicle occupant.

Furthermore, the vehicle occupant can perform one activity or, in particular, several activities simultaneously in the vehicle. In particular, a distinction is made between driving-related (fahrnah) and driving-unrelated (fahrfremd) activities.

A driving-related activity is an activity that enables a vehicle occupant to predict vehicle movements, especially with the eyes. For example, a driver of a vehicle may predict vehicle movement when the driver anticipates impending vehicle movement through steering wheel movements used to steer the vehicle. However, the co-driver can also predict the vehicle movement if, for example, the co-driver is visually aware of the course of the road on which the vehicle is moving and thus anticipates the imminent vehicle movement.

Accordingly, non-driving-related activities are activities that make it difficult for the vehicle occupant to predict the vehicle movement, especially with the eyes. Furthermore, non-driving-related activities, in particular activities such as when the vehicle occupant is reading a book, sleeping or operating control elements such as a laptop computer or an entertainment system, make it difficult to perceive the vehicle environment.

If the perception of the environment and/or the prediction of the driving movement become difficult especially due to activities not related to driving, the perception of the driving movement may be evaluated by the vehicle occupant as unpleasant and thus the driving comfort of the vehicle occupant may be reduced sex. In other words, the vehicle occupant or human body perceives its movement in space or in the vehicle and in the process analyzes whether the predicted movement corresponds to the perceived movement. This can lead, in particular, to the occurrence of motion sickness if, for example, there are deviations from each other due to activities unrelated to driving. For vehicle occupants, motion sickness may manifest itself through physical symptoms such as drowsiness, lethargy, headache, dizziness, or nausea.

According to the invention, in a first step at least one physiological characteristic variable of the vehicle occupant is detected by the detection device. The first step of the method is preferably carried out when the vehicle occupant starts driving. For example, it is possible for vehicle occupants to be seated in the vehicle and the vehicle to be driven. This start of driving by the vehicle occupant can be detected by a detection device. The first step of the method is preferably carried out until a predetermined period of time has elapsed or a susceptibility value has been determined.

Physiological variables are vehicle occupant-specific characteristic variables, for example head and/or eye movements of the vehicle occupant. In this case, the eye movement can in particular also include the movement and/or the size of the pupil of the eye. However, body movements of the vehicle occupant, ie in particular movements of the upper body, arms and/or legs, can also be used as physiological characteristic variables. In this case, the described movement refers in particular to the position, orientation, velocity, acceleration and/or jerk of one or more axes relative to the vehicle coordinate system. In particular, the at least one physiological characteristic variable can also be heart rate or pulse, general body temperature, temperature at at least one defined body part (eg inner ear temperature), weight, height and/or respiration rate.

The detection device includes a sensor system, in particular at least one sensor, for detecting at least one physiological characteristic variable. The detection device preferably comprises a plurality of sensors which can detect various types of the described physiological characteristic variables. At least parts of the detection device, in particular the sensor, can be arranged movably and/or stationary in the vehicle. Here, movable means that the part of the detection device can move relative to the coordinate system of the vehicle. In particular, the movable part of the detection device can be arranged at the vehicle occupant or can be held by the vehicle occupant. Such a movable part of the detection device may for example be at least part of a portable computer. Stationary here means that the part of the detection device is fixed in position relative to the vehicle coordinate system, ie immovable.

The detection device is preferably designed as a camera and can include at least one optical sensor, for example a CCD or CMOS sensor. However, infrared sensors for detecting heat or body temperature and/or pyroelectric sensors, for example for detecting heart rate, are also possible. Further possible sensors are, in particular, piezoelectric sensors, inductive sensors and/or capacitive sensors, for example for detecting movements or weights of vehicle occupants.

Of course, the detection device can detect physiological characteristic variables of a plurality of vehicle occupants, in particular simultaneously. The entire method and device are also suitable for detecting, in particular simultaneously, a critical state of motion sickness for a plurality of vehicle occupants.

Furthermore, non-physiological characteristic variables, for example the speed and/or acceleration of the vehicle, are preferably detected by the detection device. In particular the vehicle movement of the vehicle is detected. For this purpose, the detection device can comprise, for example, a gyro sensor and/or a piezoelectric sensor for detecting acceleration. For example, light conditions in the vehicle and/or the environment can also be detected by optical sensors. Acoustic signals can also be detected by the microphone in order to detect, for example, background sounds in the vehicle and/or the environment.

The detection device or the sensor system is preferably designed to detect characteristic variables which allow conclusions to be drawn about the perception of the movement of the vehicle and/or are relevant for the classification of the activity of the vehicle occupants. In particular, various types of characteristic variables can be detected by the described sensor system and transmitted to the central processing unit. The detection device may comprise such a computing unit. The computing unit can be designed as a microcontroller or can include such a microcontroller. Furthermore, the detection device can comprise means for signaling, in particular wireless signaling, of the detected characteristic variable. In particular, the detection device can transmit the detected characteristic variables to the analysis device for analysis.

Furthermore, a susceptibility value of the vehicle occupant to a critical state of motion sickness is determined by the evaluation device on the basis of the detected characteristic variables. The evaluation device can comprise a microcontroller or be designed as such. The analysis device can also comprise a memory module for storing data, in particular for storing the determined susceptibility value.

The susceptibility value may be determined from a predetermined range of values and may, for example, represent an individual tendency of a vehicle occupant to develop a critical state of motion sickness. For example, a range of values may include the values "not susceptible," "low susceptible," and "very susceptible." The value range can also be changed, in particular expanded or contracted, so that the accuracy in determining the susceptibility value can be adjusted.

In particular, the susceptibility value is used as a value describing to what extent a vehicle occupant is able to predict vehicle movements. The susceptibility value can be determined as "very susceptible" if the evaluation device, for example, evaluates that despite the detected movement-related activity, the vehicle occupant can only predict the vehicle movement insufficiently. For example, there may be an insufficient prediction of the driving movement if the detection device detects a forward tilt (Nicken) of the vehicle occupant's head when the vehicle is braking, wherein the detected head movement is greater than a predetermined Value, preferably greater than the reference value from the database. In contrast, a susceptibility value may be determined to be "not susceptible" when a vehicle occupant is able to adequately predict vehicle motion despite the detection of an activity A head tilt of the vehicle occupant is detected while moving, wherein the detected head movement is less than a predetermined value.

In a step subsequent to the first step, at least one motion-sickness-critical measured variable is monitored by at least one monitoring device.

The at least one monitoring device is used for monitoring motion sickness critical measurement variables. Preferably, the detection means and the monitoring means are the same device. However, the detection device and the monitoring device can also be different devices from one another. This may be advantageous, for example, in detecting or monitoring the vehicle occupant while they are engaged in various activities. In particular, the monitoring device has at least some of the properties explained above for the detection device.

The at least one motion-sickness critical measured variable is a vehicle occupant-specific measured variable, for example a head movement and/or eye movement of the vehicle occupant. In particular, at least one motion-sickness critical measured variable has at least some of the properties explained above for the at least one physiological characteristic variable. The motion sickness critical measured variable and the physiological characteristic variable are preferably the same variable, ie the detection device and the monitoring device detect or monitor the same vehicle occupant-specific variable. However, the motion sickness critical measurement variable and the physiological characteristic variable can also be different variables from one another. This may be advantageous, for example, in detecting or monitoring the vehicle occupant while they are engaged in various activities.

In addition, the evaluation device detects a motion-sickness critical state of the vehicle occupant on the basis of the determined susceptibility value and the motion-sickness critical measurement variable.

A critical state of motion sickness refers to a state that may cause motion sickness to a vehicle occupant. Such a state can be recognized, for example, when the susceptibility value of the vehicle occupant is determined as "very susceptible" as explained for the first method step, and in a further step in the vehicle system The motion monitoring device detects a forward tilt of the vehicle occupant's head, wherein the detected head movement is greater than a predetermined value, for example greater than the head movement detected in the first step.

In contrast, a non-critical state of motion sickness can be detected, for example, when the susceptibility value of the vehicle occupant is determined to be "not susceptible" as explained for the first method step, and in a further In a step the monitoring device detects a forward tilt of the vehicle occupant's head while the vehicle is braking, wherein the detected head movement is smaller than a predetermined value, for example smaller than the head movement detected in the first step.

In particular, a causal relationship between these method steps results from successive method steps, which advantageously increases the reliability and robustness of the method for detecting motion sickness critical states.

The technical advantage also arises that, due to the reliable and robust recognition of the motion sickness critical state, it is possible to determine, on the basis of the determined individual susceptibility of the vehicle occupants and the motion sickness critical measured variables, auxiliary measures for enabling the vehicle side to Eliminates the need for a motion sickness critical state.

In a further embodiment, in a subsequent further step, a necessity value for the activation of at least one vehicle-side auxiliary measure to counteract the critical state of motion sickness is determined.

The necessity value can be determined by an evaluation device. Preferably, the necessity value is determined on the basis of a motion sickness critical state, particularly preferably on the basis of a determined susceptibility value or a detected characteristic variable and/or a monitored measurement variable.

Necessity values can be determined from a range of values. This value range can also be variable, in particular can be enlarged or reduced, so that the accuracy in determining the necessity value can be adjusted. Preferably, one or more suitable vehicle-side auxiliary measures are activated depending on the determined necessity value. For this purpose, the evaluation device can, for example, transmit a signal to the vehicle which contains information about which suitable vehicle-side auxiliary measure(s) should be activated. In particular, the value range of the necessity value also includes the possibility of not activating the auxiliary measure.

Suitable vehicle-side auxiliary measures can be measures implemented by the vehicle to counteract a critical state of motion sickness. For example, a vehicle may include a display device that visually alerts a vehicle occupant to a motion sickness critical state, wherein the vehicle occupant is preferably required to perform a travel-related activity. The vehicle-side measure can also be a measure which tactilely draws the vehicle occupant's attention to a critical state of motion sickness, such as tightening a seat belt for fastening the vehicle occupant. To this end, the vehicle may include an actuator, ie a seat belt motor.

As a result, the need for activation of vehicle-side assistance measures can be advantageously determined. Unnecessary auxiliary measures can preferably be avoided, thereby advantageously increasing the driving comfort of the vehicle occupants.

In a further embodiment, the value range of the necessity value is binarized, wherein the value range of the necessity value includes the value "necessary", ie it is necessary to activate a vehicle-side auxiliary measure, and includes The value "not necessary", ie enabling is not necessary.

Preferably, a threshold value between two possible values of the value range is determined as a function of the motion sickness threshold, particularly preferably as a function of the determined susceptibility value or the detected characteristic variable and/or the monitored measured variable.

Binarization of the value range advantageously simplifies the combination analysis in carrying out the method, since the value range only includes two possible values.

In another embodiment, the value range of the susceptibility value is binarized, wherein the value range of the susceptibility value includes the value "susceptible" according to the detected characteristic parameters, that is, it is easy to be in a critical state of motion sickness, and includes The value is "insensitive", that is, it is not easy to be in a critical state of motion sickness.

Preferably, a threshold value between two possible values of the value range is determined as a function of the detected characteristic variable.

Binarization of the value range can advantageously reduce the combination analysis in determining the susceptibility value, since the value range only includes two possible values. The method can thus be carried out in a simplified manner.

In a further specific embodiment, the motion sickness critical state is binarized, wherein the motion sickness critical state is either "present" or "absent" depending on the susceptibility value and at least one motion sickness critical measured variable.

Preferably, a threshold value between two possible values of the value range is determined on the basis of the determined susceptibility value or the detected characteristic variable and/or the monitored measured variable.

The binarization of the value range can advantageously reduce the combination analysis for detecting motion sickness critical states, since the value range only includes two possible values. The method can thus be carried out in a simplified manner.

It is of course also conceivable that the value range of the motion-sickness-critical measured variable is binarized, wherein the value range of the motion-sickness-critical measured variable includes the value "critical", ie critical for the occurrence of a motion-sickness critical state, and Include the value "non-critical", ie not critical for the occurrence of a motion sickness critical state.

Preferably, a threshold value between two possible values of the value range is determined as a function of the determined susceptibility value or the detected characteristic variable.

The binarization of the value range can advantageously reduce the combined analysis when monitoring the vehicle occupants, since the value range only includes two possible values. The method can thus be carried out in a simplified manner.

In a further specific embodiment, the at least one physiological characteristic variable and the at least one motion-sickness threshold measured variable are, for example, head movements and/or eye movements of a vehicle occupant.

Head movement and/or eye movement may in particular refer to a position, orientation, velocity, acceleration and/or jerk of the head or eyes relative to one or more axes of a vehicle coordinate system or a reference coordinate system.

Head movements and/or eye movements of the vehicle occupant allow especially visually detectable inferences about the perception of the vehicle movement by the vehicle occupant. In this case, the head movement and/or the eye movement can also be at least one physical reaction to the movement of the vehicle, for example due to inertia. From the head movement and/or eye movement, it is also possible to draw conclusions about the activity performed by the vehicle occupant, for example whether the activity is driving-related.

The angle of the detected eye orientation of the vehicle occupant, ie the viewing direction, is preferably measured. The angle can be measured, for example, between the vertical axis of the vehicle coordinate system and the viewing direction, wherein the viewing direction lies in a plane perpendicular to the transverse axis.

Whether the activity is driving-related can be determined by the evaluation device. For this purpose, the evaluation device can, for example, determine the angular range of the viewing direction accompanying the driving-related activities. For example, this angular range may apply to angles between 70° and 110°. If the angle is less than 70° or greater than 110°, there is activity unrelated to driving. However, other possibilities for making a distinction between driving-related and non-driving-related activities are also possible, for example on the basis of whether the vehicle is driving autonomously.

In a further specific embodiment, the at least one non-physiological characteristic variable for determining the susceptibility value and the at least one motion sickness critical measured variable for monitoring is the vehicle motion of the vehicle.

The detection or monitoring of the movement of the vehicle makes it possible, in combination with the physiological characteristic variable or the motion-sickness critical measurement variable, to draw particularly convincing conclusions about the perception of the movement of the vehicle by the vehicle occupant. In particular, head movements of the vehicle occupant as a result of the acting vehicle acceleration can thus be correlated with the detected or monitored vehicle movement.

The detection or monitoring of the movement of the vehicle can also be achieved by cameras pointing in the direction of travel. Thus, for example, the driving movement can be predicted by means of the detection device and/or the monitoring device, in particular in a (currently) learning manner.

This results in the technical advantage that the reliability when carrying out the method can be increased, since more information for the detection of a critical state of motion sickness is available for the analysis.

In a further embodiment, at least one detection device and/or monitoring device comprises at least one movable sensor system.

Movable here means that the mobile sensor system can move relative to the coordinate system of the vehicle. In particular, the mobile sensor system can be arranged on the vehicle occupant or held by the vehicle occupant. It is thus conceivable, for example, that the transportable sensor system is part of an entertainment system and/or part of a portable computer. In particular, such entertainment systems and/or portable computers may be part of the vehicle. The mobile sensor system is preferably designed as a mobile camera.

The mobile sensor system can thus detect or monitor vehicle occupants in different ways, in particular from various viewpoints. For example, a mobile sensor system can detect or monitor a vehicle occupant during activities that cannot be detected or monitored by a stationary sensor system.

This can advantageously increase the robustness of the implementation of the method, since more information for the detection of motion sickness critical states is available for the analysis.

In a further embodiment, the analysis device compares (abgleichen, or checks) the detected characteristic variables and/or motion-sickness critical measurement variables with a database, wherein the database has specific information for determining susceptibility The reference value of the detected characteristic variable of the value and/or the reference value for the motion sickness critical measurement variable for monitoring.

The evaluation device can have signal transmission means, for example an antenna, for communicating with the database.

The reference values of the database may also include reference ranges. In particular, the reference value may be based on or have been determined by scientific research. It is also conceivable for the evaluation device to transmit the detected or monitored characteristic variables and/or measured variables to a database, for example in order to expand the data set. The reference value can also be adjustable (or adaptable) in order to adjust the reference value, for example as a function of transmitted characteristic and/or measured variables. This can especially be a learning method.

If the detected or monitored characteristic variable and/or measured variable is, for example, the viewing direction of a vehicle occupant, wherein this viewing direction is maintained for a certain period of time, the reference value can be, for example, a predetermined (reference) time part. If the detected or monitored period of time is shorter or longer than the reference value, a susceptibility value or motion sickness threshold is determined from this comparison.

This can advantageously increase the accuracy when detecting a critical state of motion sickness. The adjustability of the method can also advantageously be increased, since the reference value is not fixed, ie adjustable.

Furthermore, a device for detecting movement critical states of a vehicle occupant in a vehicle is proposed, which device comprises at least one detection device and at least one evaluation device.

According to the invention, the device is designed to detect at least one physiological characteristic variable of the vehicle occupant by means of the detection device.

Furthermore, a susceptibility value of the vehicle occupant to a critical state of motion sickness is determined by the evaluation device on the basis of the detected characteristic variables.

Furthermore, at least one motion-sickness critical measured variable is monitored by at least one monitoring device.

A motion-sickness critical state of the vehicle occupant is then detected by the evaluation device on the basis of the determined susceptibility value and the motion-sickness critical measured variable.

With regard to further advantageous configurations of the device, full reference is made to the aforementioned configurations with regard to the method.

Description of drawings

The present invention is explained in detail based on examples. In the attached picture:

Figure 1 shows a schematic block diagram of an embodiment of the method according to the invention;

Fig. 2 shows a schematic side view of a vehicle occupant in a vehicle performing a driving-related activity and a device according to the invention; and

FIG. 3 shows a schematic side view of a vehicle occupant in a vehicle during an activity unrelated to driving and the device according to the invention.

In the following, the same reference numerals denote elements with the same or similar technical features.

Detailed ways

FIG. 1 shows a schematic block diagram for carrying out the method according to the invention. In a first step S1 , a physiological characteristic variable EK of a vehicle occupant 30 in the vehicle 20 is detected by the detection device 40 (see also FIG. 2 ). A susceptibility value AF of the vehicle occupant 30 to the motion sickness critical state KS is then determined by the evaluation device 50 on the basis of the detected characteristic variables EK. The analysis device 50 stores the determined susceptibility value AF on a memory module, wherein the memory module (not shown) is part of the analysis device 50 .

In the embodiment shown in FIG. 1 , the susceptibility value AF is either "susceptible" or "not susceptible", that is, it is binarized.

After the first step S1 is followed by a step S2. Then in step S2 , the motion sickness critical measured variable KM is monitored by the monitoring device 80 . In the embodiment shown in FIG. 1 , the motion sickness critical measurement variable KM either takes the value "critical" or the value "non-critical".

The motion sickness critical measurement variable KM assumes the value "non-critical", for example, when a driving-related activity is detected by the forward-oriented eye orientation 70 (cf. FIG. 2 ). Or on the contrary, if, for example, it is detected that the vehicle occupant 30 is in a situation in which an activity unrelated to driving is recognized by the partially downwardly directed eye orientation 70 (see FIG. 3 ), the motion sickness critical measurement variable KM takes the value "critical of".

If the measured variable KM takes the value "critical" or if the monitoring is terminated for other reasons, for example because a preset period of time has elapsed, a critical measurement of the susceptibility value AF and motion sickness is subsequently started by the analysis device 50 The parameter KM is analyzed.

If in step S1 the susceptibility value AF of the vehicle occupant 30 has been determined as "susceptible" and in step S2 the motion sickness critical measured variable KM has been evaluated as "critical", a critical motion sickness is thus identified. State KS. In contrast, if in step S1 the susceptibility value AF has been determined as "not susceptible" and in step S2 the motion-sickness critical measured variable KM is evaluated as "critical", no motion-sickness critical state KS is detected . Of course, no motion sickness critical state KS is also detected if the measured variable KM is evaluated as "non-critical".

In other words, in the described embodiment, the susceptibility value AF must be evaluated as "susceptible" in a necessary manner and the motion sickness critical measurement variable KM must be evaluated as "critical" in a sufficient manner, In order to detect the motion sickness critical state KS in step S2. The analysis device 50 then stores the results of this analysis, namely the detected characteristic variables EK, the susceptibility value AF and the motion-sickness critical measured variable KM as well as the identification of the motion-sickness critical state KS, on the aforementioned memory module.

As a result of the described binarization, the complexity of detecting motion-sickness critical states can advantageously be simplified. In particular, by carrying out steps S1 and S2 in succession, the detected characteristic variable can relate to a different time period than the monitored motion-sickness critical measurement variable, so that a distinction can be made between the characteristic variable and the measured variable. Furthermore, as described above, a logic chain (necessary and sufficient conditions) is established between steps S1 and S2 , so that the robustness in detecting the motion sickness critical state KS is increased.

In a subsequent further step S3 , a necessity value NW for activating at least one vehicle-side auxiliary measure to counteract the motion sickness critical state KS is determined, for example by means of the evaluation device 50 . Necessity value NW is determined by evaluation device 50 . According to the stored analysis results of steps S1 and S2, the necessity value NW is determined as "tactile aid required", "visual aid required" or "no aid required".

If the analysis of steps S1 and S2 shows that the susceptibility value AF is "susceptible" and the measured variable KM is "critical", the necessity value NW is determined as the value "haptic aid required". Evaluation device 50 can then inform vehicle 20 to carry out haptic assistance measures, for example tensioning seat belt 210 of vehicle seat 200 by means of an electrical belt motor (not shown). As a result, vehicle occupant 30 seated on seat 200 can be made tactile aware that critical motion sickness state KS has been detected (see FIG. 3 ).

Conversely, if the analysis of steps S1 and S2 results in the susceptibility value AF being "not susceptible" and the measured variable KM being "critical", the necessity value NW can be determined as the value "haptic aid required". The evaluation device 50 can then inform the vehicle 20 to carry out visual assistance measures, for example to request the vehicle occupant 30 to perform a driving-related activity, which is displayed via the display device 90 (see also FIG. 3 ).

The critical state KS of motion sickness can thus advantageously be counteracted tactilely or visually by means of the described aids, for example, when the vehicle occupant 30 is performing a driving-related activity due to the haptic or visual aids and thus reduces motion sickness to the threshold. When the state KS is offset.

On the contrary, if the analysis of steps S1 and S2 results in the susceptibility value AF being "not susceptible" and the measured variable KM being "not critical", the necessity value NW can be determined as the value "no supplementary measures required" . The results of steps S1 and S2 thus ensure that the vehicle occupant 30 is not disturbed by unnecessary assistance measures implemented by the vehicle 20 in step S3 , so that the driving comfort of the vehicle occupant 30 can advantageously be increased.

FIG. 2 shows a schematic side view of a vehicle 20 with a device 10 according to the invention for detecting a motion sickness critical state KS of a vehicle occupant 30 in the vehicle 20 . The device 10 comprises detection means 40 and analysis means 50 . A vehicle coordinate system 300 fixed relative to the vehicle includes vertical, horizontal and vertical axes 301 , 302 , 303 . The longitudinal axis 301 points from the rear to the front, in particular in the direction of travel of the vehicle 20 . The side view of vehicle 20 shown in FIG. 2 lies in a plane perpendicular to transverse axis 302 . The vertical axis 303 points upwards from the bottom, in particular against the direction of gravity.

Vehicle occupant 30 is seated in vehicle 20 on vehicle seat 200 and is strapped in with seat belt 210 . The orientation 60 , 70 or movement of the head and eyes of the vehicle occupant 30 causes the vehicle occupant 30 to look forward, ie, in the direction of travel.

Detection device 40 is arranged stationary in vehicle 20 , ie in a fixed position relative to vehicle coordinate system 300 , in front of and above vehicle occupant 30 . In particular, the detection device 40 includes a camera 41 . Furthermore, the camera 41 is arranged to detect the orientation 60 , 70 or the movement of the head and eyes of the vehicle occupant 30 .

Via the glass pane designed as windshield 22 , vehicle occupant 30 can be visually informed of environment 100 outside vehicle 20 . In particular, the vehicle occupant 30 can be informed of the course of the road (not shown) on which the vehicle 20 is moving. This enables the vehicle occupant 30 to predict the vehicle motion of the vehicle 20 . For example, if the vehicle 20 is approaching a curve, the vehicle occupant 30 may anticipate braking of the vehicle 20 and may initiate head movements that, among other things, reduce forward head tilt about the transverse axis 302 . Accordingly, the vehicle occupant 30 shown in FIG. 2 performs travel-related activities.

The detected head and eye orientations 60 , 70 or head and eye movements are in each case physiological characteristic variables EK in method step S1 illustrated in FIG. 1 , which are detected by camera 41 . In particular, the detection device 40 detects the physiological characteristic variable EK during the aforementioned braking of the vehicle 20 . The detected physiological characteristic variable EK is transmitted to the evaluation device 50 via the signal transmission connection 45 . The evaluation device 50 then determines a susceptibility value AF from the detected characteristic variable EK. For example, the susceptibility value AF may be evaluated as "insensitive" if the analysis device 50 determines that the eye movement 70 enables awareness of the environment as shown in FIG. 2 . Furthermore, the evaluation device 50 can in particular obtain an evaluation of the driving-related activities of the vehicle occupant 30 , for example because the detected eye movements 70 enable a prediction of the driving movement of the vehicle 20 .

In a preferred embodiment, the detection device 40 further includes a gyro sensor (not shown). The sensor can detect a vehicle motion, in particular a vehicle acceleration, of the vehicle 20 along the axes of the vehicle coordinate system 300 . The detected vehicle acceleration is referred to as the non-physiological variable EK and is transmitted together with the physiological variable EK via the signal transmission connection 45 to the evaluation device 50 . Thus, evaluation device 50 can, for example, correlate vehicle accelerations with detected head movements 60 and include them in the determination of susceptibility value AF. In particular, the evaluation device can determine to what extent the vehicle occupant 30 can reduce the forward tilt of the head during the described braking, ie by how many degrees, for example relative to a predetermined angle.

Furthermore, the analysis device 50 can be connected to a database (not shown) via a wireless connection. The evaluation device 50 can compare predetermined reference values, for example based on scientific studies, with the detected characteristic variables EK via a database and thereby advantageously determine the susceptibility value AF with greater accuracy.

It is also conceivable that this involves a learning method in which the susceptibility value AF of the vehicle occupant 30 is adjusted repeatedly on the basis of detected characteristic variables EK and reference values provided by the database. In particular, it is conceivable to transmit the detected characteristic variables EK to a database in order, for example, to increase the accuracy of the reference values.

FIG. 3 shows a vehicle occupant 30 in a vehicle 20 , which is designed as described in FIG. 2 and which includes the device 10 according to the invention, performing an activity unrelated to driving. The head and eye orientations 60, 70 point at least partially downward. In particular, vehicle occupant 30 looks at portable computer 91 . Due to this non-driving-related activity, the vehicle occupant 30 can no longer predict vehicle movements to the same extent as in the case of driving-related activities.

In particular, the vehicle occupant 30 can carry out non-driving-related activities after determining the susceptibility value AF. The situation shown in FIG. 3 can therefore follow in time the first step S1 of the method.

In the embodiment shown, detection device 40 is now used as monitoring device 80 , so that step S2 illustrated in FIG. 1 can follow first step S1 of the method. The monitoring device 80 includes a camera 41 . The monitoring device 80 also includes a mobile camera 81 which is part of a portable computer 91 . The portable computer 91 may be part of the vehicle equipment of the vehicle 20 . Both the stationary camera 41 and the movable camera 81 are arranged such that the orientation 60 , 70 or the movement of the head and eyes of the vehicle occupant 30 is monitored. When the vehicle occupant 30 looks at the portable computer 91 or the movable camera 81 , the size of the pupils of the eyes of the vehicle occupant 30 can preferably be monitored by the movable camera 81 . The robustness of the implementation of the method can thus be increased by the additional information, in particular the size of the pupil of the eye. Furthermore, the movable camera 81 is a redundant sensor, which advantageously increases the reliability of the method.

The detected head and eye orientations 60 , 70 or head and eye movements in method step S2 illustrated in FIG. 1 are motion-sickness-critical measured variables KM, which are monitored by cameras 41 , 81 . The monitored measured variables are transmitted to the evaluation device 50 via the signal transmission connection 45 . The motion sickness critical state KS is then detected on the basis of the determined susceptibility value AF and the monitored motion sickness critical measured variable KM.

As explained in FIG. 1 , in a further method step S3 , a necessity value NW for carrying out vehicle-side assistance measures to counteract the motion sickness critical state KS can be determined. In particular, visual assistance measures can be activated, for example, by a request to the vehicle occupant 30 to perform a driving-related activity displayed on the display device 90 . Haptic assistance measures are also conceivable, which are produced, for example, by tightening seat belt 210 of vehicle seat 200 by means of an electrical seat belt motor (not shown).

It should be noted that neither step S1 nor step S2 needs to be premised on the vehicle occupant 30 performing activities related to driving (step S1 ) or activities unrelated to driving (step S2 ). The activities selected in Figures 2 and 3 are examples and are used for illustration.

List of reference signs

10 devices

20 vehicles

22 windshield

30 vehicle occupants

40 detection device

41 cameras

45 Signal Transmission Connections

50 analysis device

60 Head orientation or movement

70 Eye orientation or movement

80 monitoring device

81 movable camera

90 display device

91 Laptops

100 environment

200 Vehicle Seats

210 seat belt

300 vehicle coordinate system

301 Vertical axis of vehicle coordinate system

302 The horizontal axis of the vehicle coordinate system

303 Vertical axis of vehicle coordinate system

AF susceptibility value

Characteristic parameters detected by EK

KM motion sickness critical measurement parameter

KS motion sickness critical state

NW Necessity Value

S1 first step

S2 Additional steps

S3 Additional steps.

Claims (10)

1. A method for identifying a motion sickness critical state (KS) of a vehicle occupant (30) in a vehicle (20), by means of at least one detection device (40) and at least one analysis device (50), characterized in that,

in a first step (S1), at least one physiological characteristic variable (EK) of the vehicle occupant (30) is detected by a detection device (40), wherein a susceptibility value (AF) of the vehicle occupant (30) to a motion sickness critical state (KS) is determined from the detected characteristic variable (EK) by an evaluation device (50), wherein in a step (S2) following the first step (S1) at least one motion sickness critical measurement variable (KM) is monitored by at least one monitoring device (80), wherein the motion sickness critical state (KS) of the vehicle occupant (30) is identified from the determined susceptibility value (AF) and the motion sickness critical measurement variable (KM) by the evaluation device (50).

2. Method according to claim 1, characterized in that in a subsequent further step (S3) a necessity value (NW) for enabling at least one vehicle-side aid to counteract a motion sickness critical state (KS) is determined.

3. A method according to claim 2, characterized in that the value range of the necessity value (NW) is binarized.

4. Method according to any one of the preceding claims, characterized in that the value range of the susceptibility value (AF) is binarized.

5. Method according to any one of the preceding claims, characterized in that the motion-related critical state (KS) is binarized.

6. Method according to any one of the preceding claims, characterized in that the at least one physiological characteristic quantity (EK) and the at least one motion-criticality measurement quantity (KM) are head movements (60) and/or eye movements (70) of a vehicle occupant (30).

7. The method according to any one of the preceding claims, characterized in that the at least one non-physiological characteristic quantity (EK) for determining the susceptibility value (AF) and the at least one motion-related critical measurement quantity (KM) for monitoring are vehicle movements of the vehicle (20).

8. Method according to any of the preceding claims, characterized in that the at least one detection and/or monitoring device (40, 80) comprises at least one movable sensor system (81).

9. Method according to one of the preceding claims, characterized in that the analysis device (50) compares the detected characteristic quantity (EK) and/or the motion sickness critical measured quantity (KM) with a database, wherein the database has reference values for the detected characteristic quantity (EK) for determining the susceptibility value (AF) and/or reference values for the motion sickness critical measured quantity (KM) for monitoring.

10. Device (10) for identifying a motion sickness critical state (KS) of a vehicle occupant (30) in a vehicle (20), comprising at least one detection device (40) and at least one evaluation device (50), characterized in that the device (10) is designed to detect at least one physiological characteristic variable (EK) of the vehicle occupant (30) by means of the detection device (40), wherein a susceptibility value (AF) of the vehicle occupant (30) to the motion sickness critical state (KS) is determined by means of the evaluation device (50) as a function of the detected characteristic variable (EK), wherein at least one motion sickness critical measurement variable (KM) is monitored by means of at least one monitoring device (80), wherein the motion sickness critical state (KS) of the vehicle occupant (30) is identified by means of the evaluation device (50) as a function of the determined susceptibility value (AF) and the motion sickness critical measurement variable (KM).

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