DE102018203898A1 - System and method for trip planning for a vehicle - Google Patents

Abstract

A first aspect of the invention relates to a travel planning system for a vehicle, the system comprising a determination device, an occupant device, and a control unit coupled to the determination device and the occupant device. The determination device is designed to determine whether there is a risk of kinesis for a driving maneuver and / or a driving route. The occupant device is designed to determine whether a kinetic susceptibility of at least one vehicle occupant is present. The control unit is designed to execute the journey planning of the vehicle as a function of the determined kinetic risk for the driving maneuver and / or the route and of the determined susceptibility to kinesis and to output this to a travel planning device coupled to the control unit.

Description

The invention relates to a system and method for trip planning for a vehicle.

Navigation systems are known from the prior art, which evaluate alternative routes of a vehicle with a certain kinetics risk. Afterwards, the passenger can choose between a route with a low, medium or high kinetics risk and thus adapt the route to suit his personal needs.

The solutions described in the prior art require an interaction with the passenger, that is to say, for example, the selection of the assessed driving route. An automatic selection of the respective route, depending on the condition of the passenger, for example, does not take place.

The invention has for its object to provide a system and method for trip planning for a vehicle, which at least partially overcomes the disadvantages of the prior art.

The object is solved by the features of the independent claims. Advantageous embodiments are described in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim without the features of the independent claim or only in combination with a subset of the features of the independent claim may form an independent invention independent of the combination of all features of the independent claim, the subject of an independent claim, a divisional application or a subsequent application. This applies equally to technical teachings described in the specification, which may form an independent invention of the features of the independent claims.

A first aspect of the invention relates to a travel planning system for a vehicle, the system comprising a determination device, an occupant device, and a control unit coupled to the determination device and the occupant device. The determination device is designed to determine whether there is a risk of kinesis for a driving maneuver and / or a driving route. The occupant device is designed to determine whether a kinetic susceptibility of at least one vehicle occupant is present. The control unit is designed to execute the journey planning of the vehicle as a function of the determined kinetic risk for the driving maneuver and / or the route and of the determined susceptibility to kinesis and to output this to a travel planning device coupled to the control unit.

A second aspect of the invention relates to a method for trip planning for a vehicle, the method comprising: determining whether there is a kinetics risk for a driving maneuver and / or a driving route; Determining whether a kinetic susceptibility of at least one vehicle occupant is present; Carrying out the trip planning of the vehicle as a function of the determined kinetosis risk for the driving maneuver and / or the route and the determined kinetos vulnerability; and spending the trip planning.

For the purposes of the present document, a vehicle is to be understood as any type of vehicle with which persons and / or goods can be moved. Possible examples are: motor vehicles, trucks, land vehicles, buses, cabs, cable car cabins, elevator cabins, rail vehicles, watercraft (eg ships, boats, submarines, diving bells, hovercraft, hydrofoils), aircraft (aircraft, helicopters, ground effect vehicles, airships, balloons ). Preferably, the vehicle is a motor vehicle. A motor vehicle in this sense is a land vehicle that is moved by machine power without being tied to railroad tracks. A motor vehicle in this sense includes a motor vehicle, a motorcycle and a tractor.

The trip planning system described herein is described for a vehicle, but is not necessarily part of the vehicle. The system for trip planning can therefore be arranged outside a vehicle.

Alternatively or additionally, the system may be arranged for trip planning outside a vehicle. That is, there may also be embodiments of the trip planning system for a vehicle in which parts of the trip planning system within a vehicle and / or parts of the trip planning system are located outside a vehicle. For example, the occupant device, the control unit, and the travel planning device may be disposed inside a vehicle while the determination device is located outside the vehicle.

Preferably, the vehicle described herein is a vehicle equipped with a system and / or vehicle functions that enable an automated driving mode. By the term "automated driving mode" is meant a semi-automated driving mode, highly automated driving mode or fully automated driving mode. The automated driving modes correspond to those of the Federal Institute for Road (BASt) (see BASt publication "Forschung kompakt", issue 11/2012). In semi-automated driving (TAF), the system manages the longitudinal and transverse guidance for a certain period of time and / or in specific situations, whereby the driver must permanently monitor the system. In highly automated driving (HAF), the system takes over the longitudinal and transverse guidance for a certain period of time, without the driver having to permanently monitor the system; However, the driver must be able to take over the vehicle guidance in a certain time. In fully automated (autonomous) driving (VAF), the system can automatically handle driving in all situations for a specific application; no driver is required for this application. The above-mentioned degrees of automation according to the definition of the BASt correspond to the SAE levels 2 to 4 the SAE J3016 standard (SAE - Society of Automotive Engineering). For example, the highly automated driving (HAF) according to the BASt corresponds to the level 3 the standard SAE J3016. Furthermore, the SAE J3016 still has the SAE level 5 intended as the highest degree of automation, which is not included in the definition of BASt. The SAE level 5 corresponds to driverless driving, in which the system can automatically cope with all situations like a human driver during the entire journey; a driver is generally no longer required. In this document, the degree of automation "fully automated" should include the case of driverless driving.

A vehicle occupant within the meaning of the present document is a living being, preferably a person who is in a vehicle. It does not matter where the vehicle occupant resides or what activity the vehicle occupant exercises. For example, a person who is in the driver's seat and steers, a vehicle occupant. A person who is in the front passenger seat and reads is also a vehicle occupant. Likewise, a person lying on a reclining seat in the vehicle fund is a vehicle occupant.

With the coupling, e.g. the coupling of the determination device or the occupant device with the control unit is meant in the context of the present document a communicative connection. The communicative connection may be wireless (e.g., Bluetooth, WLAN, cellular) or wired (e.g., via a USB interface, data cable, etc.).

The term "kinetosis" is understood to mean the so-called motion sickness, i. H. that is, an illness caused by the influence of movements on the human body. Usually, the motion sickness is also referred to as motion sickness and usually referred to after the emergence of the movement as seasickness, airborne disease or space sickness. The kinetosis is caused by movement and in particular by repeated acceleration processes with changing acceleration values and directions of acceleration.

The determination device is designed to determine whether there is a risk of kinesis for a driving maneuver and / or a driving route. The term kinetosis risk refers to the risk that kinetosis is triggered by the driving maneuver and / or the driving route in the case of a vehicle occupant. In other words, the determining device is designed to determine whether it is likely that the respective driving maneuver and / or the respective driving route triggers kinetosis in a vehicle occupant. Whether it is likely that the respective driving maneuver and / or the respective driving route triggers kinetosis in the case of a vehicle occupant can be determined on the basis of a kinetics risk threshold. If the likelihood is equal to or greater than the kinetics risk threshold, it is likely that the particular maneuver and / or route will trigger kinetosis on the vehicle occupant. In other words, a kinetics risk exists for the respective driving maneuver and / or the respective driving route if the probability is equal to or greater than the kinetics risk threshold. If the likelihood is less than the kinetics risk threshold, it is unlikely that the particular maneuver and / or route will trigger kinetosis on the vehicle occupant. For the respective driving maneuver and / or the respective route, therefore, there is no risk of kinetics if the probability is less than the kinetics risk threshold.

For example, the risk threshold may be 50%. Then there is no kinetosis risk for a probability value W of 0% ≤ W <50%; with a probability value W of W ≥ 50%, there is a risk of kinetics.

In order to determine whether there is a risk of kinesis for a driving maneuver and / or a driving route, the determining device may use data of kinetics risks of the same or similar driving maneuvers and / or the same or similar driving routes already determined in the past. For the respective driving maneuver and / or the respective driving route, these data contain the probability values determined in the past that the respective driving maneuver and / or the respective driving route triggers kinetosis in the case of a vehicle occupant. The probability values of a plurality of vehicle occupants preferably become for the respective driving maneuver and / or the respective driving route determined and formed therefrom a probability value mean. The data may be stored on a data source (eg server, cloud, memory card, backend, database, etc.). The data source can be arranged in-vehicle or external to the vehicle.

Driving maneuvers within the meaning of the present document include a certain driving style (for example, "gentle driving style" or "dynamic driving style") or certain driving operations (for example, a cornering, a high-speed driving, a straight-ahead driving, an overtaking, etc.). For the purposes of the present document, a route is to be understood as meaning a specific course of a route or a specific route. The route can be calculated for example by a navigation system.

The occupant device is designed to determine whether a kinetic susceptibility of at least one vehicle occupant is present. By the term "kinetic susceptibility of a vehicle occupant" is meant the probability that a vehicle occupant currently, ie at the respective time considered, or in the immediate future suffering from kinetosis. Whether it is likely that a vehicle occupant is currently or at imminent kinetosis can be determined from a kinetic susceptibility threshold. If the likelihood is equal to or greater than the kinetic susceptibility threshold, it is likely that the vehicle occupant is currently or at imminent kinetosis. A kinetic susceptibility of at least one vehicle occupant is therefore present if the probability is equal to or greater than the kinetic susceptibility threshold value. If the likelihood is less than the kinetic susceptibility threshold, the vehicle occupant is unlikely to be currently or at imminent kinetosis. Thus, there is no kinetic susceptibility of a vehicle occupant when the probability is less than the kinetic susceptibility threshold.

For example, the kinetic susceptibility threshold may be 50%. Then there is no susceptibility to kinetics at a probability value W of 0% ≦ W <50%; with a probability value W of W ≥ 50%, there is a susceptibility to kinetosis.

The control unit is designed to execute the journey planning of the vehicle as a function of the determined kinetic risk for the driving maneuver and / or the route and of the determined susceptibility to kinesis and to output this to a travel planning device coupled to the control unit. In other words, it is included in the trip planning whether there is a risk of kinetics for a specific maneuver and / or a certain route and whether there is a kinetic susceptibility of at least one vehicle occupant. Depending on a specific maneuver and / or a particular route is then used or avoided in the trip planning. The trip planning can include the planning of the use of certain routes.

The control unit may be a device in a vehicle, e.g. On-board computer, navigation device, infotainment system, etc., act. Alternatively, the control unit or individual parts of the control unit may be an external device, e.g. a stationary device (PC, cloud server) and / or a mobile terminal act.

The trip planning device can be an in-vehicle or out-of-vehicle device. The trip planning device is configured to perform the trip planning of the vehicle. The travel planning device may include, for example, a computing unit and, optionally, additionally a memory unit. The trip planning device may be in the form of a computer, mobile terminal, on-board computer, infotainment system, navigation device.

A mobile terminal is a device that is capable of being used in a mobile network via local area networks (LANs) such as Wireless Fidelity (WiFi) or wide area networks (Wide Area Networks). WANs) such as Global System for Mobile Communication (GSM), General Package Radio Service (GPRS), Enhanced Data Rates for Global Evolution (EDGE), Universal Mobile Telecommunications System (UMTS), High Speed Downlink / Uplink Packet Access (HSDPA, HSUPA ), Long-Term Evolution (LTE), or World Wide Interoperability for Microwave Access (WIMAX) to communicate wirelessly. Communication via other common or future communication technologies is possible. The term mobile terminal includes in particular smart phones, but also other mobile phones or mobile phones, personal digital assistants (PDAs), tablet PCs and all current and future electronic devices that are equipped with a technology for loading and running apps. The mobile terminal can be coupled to the vehicle via a suitable communication interface, for example a Bluetooth interface. Alternatively, the app can be linked to the mobile terminal by means of a suitable authentication method via a server to the vehicle. Authentication comes with all current and future authentication methods such as knowledge (eg username and password, PIN, security question, etc.), possession (eg SIM card, Certificate, smart card), biometrics (eg fingerprint, face recognition) as well as any combination of the individual authentication methods.

Because both a possible risk of kinesks for a driving maneuver and / or a driving route as well as a possible kinetic susceptibility of a vehicle occupant in the journey planning is taken into account, the journey planning for a vehicle can be individually tailored to the needs of the vehicle occupants. If a vehicle occupant already suffers from kinetosis, the journey planning is carried out in such a way that the kinetic load of the vehicle occupant is not further increased or even diminished. This increases the well-being of the vehicle occupant and makes the ride less uncomfortable. If the journey planning for a vehicle is carried out during an autonomous driving mode, this can increase the acceptance of driverless driving or highly automated driving with the respective vehicle occupants.

According to one embodiment, the control unit is further configured to not base a particular driving maneuver and / or a specific route for which a kinetosis risk has been determined for the trip planning if there is kinetic susceptibility for at least one vehicle occupant. In other words, a driving maneuver and / or a driving route in which there is the risk that a vehicle occupant suffers from kinetic maneuvers as a result of the driving maneuver and / or the travel route are not included in the trip planning when it has been determined that a vehicle occupant is kinetics-prone. As a result of this measure, when a kinetic susceptibility of at least one vehicle occupant is determined, the journey is planned such that no driving maneuvers and / or driving routes are selected by which the likelihood that a vehicle occupant suffers from kinetosis or the vehicle occupant's kinetics relies increases.

In accordance with a further embodiment, the control unit is also designed to base a trip maneuver and / or a specific route for which a kinetic risk has been determined on the journey planning if there is no kinetic susceptibility for any vehicle occupant. In other words, a driving maneuver and / or a driving route in which there is the risk that a vehicle occupant suffers from kinetic maneuvers through the driving maneuver and / or the travel route are nevertheless included in the trip planning if it has been determined that no vehicle occupant is kinetics-prone. By this measure kinetoseriskante driving maneuvers and / or driving routes can be selected for the trip planning, whereby the vehicle occupants a dynamic, agile ride can be guaranteed.

According to one embodiment, the determination device is designed to use at least one of the following parameters for determining a kinematic risk for a driving maneuver and / or a travel route: acceleration forces on vehicle occupants; Condition, in particular Topograhie, the route or a leg of the driving maneuver and / or the route, traffic conditions of the route or a section of the driving maneuver and / or the route, and the surroundings of the route or a section of the driving maneuver and / or the route.

If the parameter "acceleration forces on vehicle occupants" is used, for certain driving maneuvers and / or driving routes by means of sensors, such as acceleration sensors, the acceleration forces or the course of the acceleration forces can be determined which are directed at a vehicle occupant during the respective driving maneuver and / or the respective Driving route act. The course of the acceleration forces means, inter alia, the number of acceleration processes, the change of acceleration values and the acceleration directions over a certain period of time. In other words, the determination device is designed to determine whether the acceleration forces or course of the acceleration forces acting on a vehicle occupant by the respective driving maneuver and / or the respective travel route are designed so that it is probable that they are at one Vehicle occupant kinetic is triggered. To ascertain a kinetics risk using the parameter "acceleration forces", as explained above, data stored on a data source can be accessed. The data may include acceleration forces or the course of the acceleration forces of past driving maneuvers and / or driving routes. For example, the data may include the history of acceleration forces acting on a vehicle occupant at a particular highway exit at a particular speed or acceleration.

If the parameter "condition, in particular topography, the route or a part of the driving maneuver and / or the route" is used, geodesics, such as data from topographical or highly accurate maps, the nature, in particular the topographical properties, for a particular Track or a specific leg of each driving maneuver and / or the respective route are determined. The nature, in particular the topographic characteristics, for a particular route or section may include at least one of the following: curvature, steepness, precipitation, Road surface, route topography, altitude above sea level. In other words, the determination device is designed to determine whether, due to the nature, in particular due to the topographical characteristics, the particular route or partial section of the respective driving maneuver and / or the respective route, it is probable that kinetosis will be triggered in a vehicle occupant , For the determination of a kinetic risk using the parameter "condition, in particular topography, the route or a part of the driving maneuver and / or the route", as explained above, data stored on a data source can be accessed. The data may include the nature, in particular the topographical properties, for certain routes. For example, the curvature, that is to say the course of the curves, of a specific route section can be stored.

If the parameter "traffic situation of the route or a part of the driving maneuver and / or the route" is used, at least one of the following parameters can be determined and / or evaluated for a specific route or partial route of a driving maneuver and / or a route: traffic flow, congestion, Stop-and-Go, city traffic, number of traffic lights, traffic light sequence, number of intersections, number of roundabouts, intersection and roundabout sequence. On the basis of at least one of these parameters, the likelihood is determined that the respective route or partial route of a driving maneuver and / or a driving route triggers kinetosis in the case of a vehicle occupant. Thereby, as explained above, data stored on a data source can be accessed. The data may come from past trips and / or from maps and / or other sources of information. The data may include, for example, traffic situation information, such as the number of intersections and intersections on the particular route or leg of a driving maneuver and / or a route. The data may also include, for example, statistical data relating to the traffic situation of a specific route or part of the driving maneuver and / or the route. For example, these statistical data may include the congestion probability for a particular link at a particular time.

If the parameter "environment of the route or a part of the driving maneuver and / or the route" is used, at least one of the following parameters can be determined and / or evaluated for a specific route or partial route of the respective driving maneuver and / or the respective driving route: Daytime or nighttime), lighting conditions, weather conditions, weather conditions, landscape. The at least one parameter can be determined and / or evaluated with a sensor system, which includes, for example, a camera and a computing unit. In this case, alternatively or additionally, as explained above, data stored on a data source can be accessed. The data may include statistical data on the likelihood of a vehicle occupant suffering from kinetosis due to the environment of the route or leg. For example, the data may include statistical data on the likelihood that fog will cause kinetosis in a vehicle occupant.

Preferably, the determination device is designed to determine the kinetics risk for a plurality of driving maneuvers and / or multiple driving routes, to evaluate and / or prioritize these. In other words, different driving maneuvers and / or different driving routes can be evaluated and compared with each other. After such a rating, then, for example, the driving maneuver and / or the route can be selected or prioritized, which has the lowest kinetics risk.

According to one embodiment, the occupant device for determining a kinetic susceptibility of at least one vehicle occupant has at least one of the following systems: a status determination system that is designed to determine a status of at least one adjustable component in the vehicle interior and to determine whether the determined State to a kinetic susceptibility of at least one vehicle occupant can conclude; an occupant sensor system that is configured to use at least one sensor to determine an activity and / or a posture of a vehicle occupant and to determine whether the determined activity and / or posture suggests that the vehicle occupant is susceptible to kinesis; a vital sensor system which is designed to determine at least one sensor of at least one vital parameter of a vehicle occupant with the aid of at least one sensor and to determine whether the determined vital parameter indicates that the vehicle occupant is susceptible to kinesis.

The vehicle interior comprises the passenger compartment of a vehicle, ie the space in which the vehicle occupants are located, the interior trim, seats, benches, dashboard, other fittings, controls and the trunk of a vehicle.

The status determination system is designed to determine a status of at least one adjustable component in the vehicle interior. With the status of an adjustable component, the status, i. the state of a setting parameter of the adjustable component is meant.

The determined status of the adjustable component is then used to determine whether the determined status indicates that the vehicle occupant is susceptible to kinesis.

Preferably, the status determination system determines the status of a plurality of adjustable components to determine whether one or more of the statuses of the adjustable components is indicative of a vehicle occupant's kinetics vulnerability.

Preferably, various statuses of adjustable components in which, for example by means of statistical surveys, it has been determined that these lead to a kinetic susceptibility of a vehicle occupant, are stored on a data source. To determine whether a particular status of an adjustable component results in a vehicle occupant's kinetics vulnerability, that data may be accessed.

According to one embodiment, the status comprises at least one of the following elements: an arrangement, a position, an occupancy and / or a setting. The adjustable component comprises at least one of the following: vehicle seat, vehicle seat component, in particular arm rest, leg rest, footrest, seat, headrest, vehicle seat back, steering column, display, table, sun visor mirror.

The sensor system preferably comprises a sensor and a control unit.

An example of an adjustable component status indicative of a vehicle occupant's kinetic susceptibility is the inclination of the vehicle seat back. If the vehicle seat back is in an upright position, there is no kinetic susceptibility of the vehicle occupant; However, if the vehicle seat back inclined to a lying position, there is a kinetic susceptibility of the vehicle occupant.

For the vehicle seat, for example, the following status arise: position of the vehicle seat, height of the vehicle seat, orientation of the vehicle seat seat, position of the vehicle seat backrest and position of the vehicle seat headrest. For the vehicle seat back, for example, the following status arise: position of the vehicle seat back and inclination of the vehicle seat back.

The occupant sensor system is designed to use at least one sensor to determine an activity and / or a posture of the respective vehicle occupant and to determine whether the determined activity and / or posture suggests that the vehicle occupant is susceptible to kinesis.

One or more sensors (e.g., an interior camera, a pressure sensor, a distance sensor, etc.) may be used to determine an activity and / or posture of the particular vehicle occupant. The sensor or sensors are configured to determine attitude data relating to an actual activity and / or an actual posture of the vehicle occupant. In this case, for example, motion patterns of the vehicle occupant can be evaluated.

The determination as to whether the determined activity and / or posture suggests that the vehicle occupant is susceptible to kinesis can be determined by comparing the activity and / or posture actually determined with activities and / or postures stored on a data source, which are linked to the presence of a susceptibility to kinesis , respectively.

If, for example, it is determined by means of an interior camera system that the respective vehicle occupant is engaged in reading, it is determined that a kinetic susceptibility of the vehicle occupant is present. If the interior camera system determines that the respective vehicle occupant is looking out of the windshield in the direction of the road, it is determined that there is no kinetic susceptibility of the vehicle occupant.

The vital sensor system is designed to use at least one sensor to determine at least one vital parameter of the respective vehicle occupant and to determine whether the determined vital parameter indicates that the vehicle occupant is susceptible to kinesis. Examples of such sensors are: wearable (wearable computer system), fitness bracelet, fitness watch, smartwatch, activity tracker, chest strap, camera system, goggles whose insides serve as a screen.

Vital signs in the sense of the present application are measures which reflect the basic function of the human body and comprise at least one of the following: heart rate, blood pressure, body temperature and respiratory rate. In order to determine whether the determined vital parameter indicates that the vehicle occupant is susceptible to kinesis, data stored on a data source that link specific vital parameters or specific measurements of a vital parameter to the presence or absence of kinetic susceptibility may be used.

For example, a fitness watch can detect the appearance of sweat on the skin; A sweat breakout of a vehicle occupant is an indication of kinetic susceptibility of Vehicle occupants. In this case, the vital sensor system would determine a kinetic susceptibility of the vehicle occupant. The camera system can detect the nausea and / or paleness of a vehicle occupant and can be used to determine the susceptibility to kinosis. Advantageously, the camera system can be used to validate the kinetic susceptibility detected by means of the fitness watch.

According to a further embodiment, the trip planning device is a navigation system. Preferably, the navigation system is a navigation satellite system for position determination and navigation by the reception of signals from navigation satellites.

In accordance with another embodiment, a vehicle is provided with a vehicle trip scheduling system as described above. In other words, the trip planning system for a vehicle is part of the vehicle.

The foregoing embodiments of the inventive trip planning system for a vehicle according to the first aspect of the invention apply equally to the method for trip planning for a vehicle according to the second aspect of the invention and vice versa; advantageous embodiments of the method according to the invention correspond to the described advantageous embodiments of the system according to the invention. At this point not explicitly described advantageous embodiments of the method according to the invention correspond to the described advantageous embodiments of the system according to the invention.

Further advantages, features and details of the invention will become apparent from the following description of a preferred embodiment and from the drawing. The features and feature combinations mentioned above in the description as well as the features and feature combinations mentioned below in the description of the figures and / or in the figures alone can be used not only in the respectively specified combination but also in other combinations or in isolation, without the scope of To leave invention.

• 1 zeigt schematisch ein System zur Fahrtplanung für ein Fahrzeug gemäß einer Ausführungsform.
• 2 zeigt schematisch ein System zur Fahrtplanung für ein Fahrzeug gemäß einer Ausführungsform.
• 3 zeigt schematisch ein Verfahren zur Fahrtplanung für ein Fahrzeug gemäß einer Ausführungsform.

The invention will now be described by way of example with reference to the accompanying drawings.

• 1 schematically shows a system for trip planning for a vehicle according to one embodiment.
• 2 schematically shows a system for trip planning for a vehicle according to one embodiment.
• 3 schematically shows a method for trip planning for a vehicle according to an embodiment.

1 shows a schematic representation of a system 1 for trip planning for a vehicle. The system 1 has a navigation system 5 on. The navigation system 5 calculates different routes for a specific destination. The navigation system 5 has an arithmetic unit 2 evaluating the various routes for the likelihood that this kinetosis will cause in a vehicle occupant. The system 1 also has an interior camera system 3 on, which has an interior camera and a control device and which records and evaluates the activities of the vehicle occupants. For the evaluation, certain movement patterns of the respective vehicle occupant are categorized. Furthermore, for the evaluation, a database is accessed in which known movement patterns with a specific activity and the specific activity with the probability that the activity triggers kinetosis in a vehicle occupant are linked. The interior camera system 3 determines a specific activity of a vehicle occupant, assigns it to a specific category and determines whether there is a Kinetosewahrscheinlichkeit for this activity. The system 1 also has a control unit 4 in the navigation system 5 is integrated on. The control unit 4 is with the arithmetic unit 2 and the interior camera system 3 coupled. The control unit 4 Carries out the trip planning by taking the from the arithmetic unit 2 evaluated routes with those of the interior camera system 3 taken into account information regarding a Kinetosanfälligkeit at least one vehicle occupant. For example, if a vehicle occupant is found to be susceptible to kinesis, other routes will be selected for trip scheduling than if kinetos susceptibility is not present to any of the vehicle occupants. The from the control unit 4 Executed trip planning will eventually be through the navigation system 5 used for route guidance.

2 shows a vehicle 100 and a system 1 for trip planning for a vehicle. The system 1 has a control unit 4 , an occupant device 3 , a computing unit 2 and a driver assistance system 5 on.

The occupant device 3 has a vehicle seat control device 300 that with a vehicle seat 31 in the direction of travel 10 front area of the vehicle 100 and a vehicle seat 32 in the direction of travel 10 rear area (rear) of the vehicle 100 is connected. The vehicle seat control device 300 is designed to provide a status of the vehicle seats 31 . 32 determine and determine whether the detected status indicates a vehicle occupant's kinetics vulnerability. The vehicle seat control device 300 determines, among other things, in which position the vehicle seat 31 . 32 located. At this time, the vehicle seat control apparatus detects 300 whether the vehicle seat 31 in the direction of travel 10 or if the vehicle seat 32 against the driving direction 10 is arranged. In addition, the vehicle seat control apparatus detects 300 whether the vehicle seat 31 in a lying position or if the vehicle seat 32 in an upright position. Due to the position of the vehicle seat 31 . 32 It is then determined whether there is a kinetic susceptibility for at least one vehicle occupant. Is one of the vehicle seats 31 . 32 in a lying position is assumed by a Kinetosanfälligkeit for at least one vehicle occupant. Is one of the vehicle seats 31 . 32 against the driving direction 10 is also assumed by a Kinetosanfälligkeit for at least one vehicle occupant. The result of determining whether there is a kinetic susceptibility of at least one vehicle occupant is transmitted to the control unit by the occupant device 4 transmitted. The control unit 4 In turn, the result of the determination represents the driver assistance system 5 to disposal.

The arithmetic unit 2 which are outside the vehicle 100 determines whether there is a kinetosis risk for a particular maneuver. This is what the arithmetic unit stands for 2 with the control unit 4 in connection. The arithmetic unit 2 For example, it receives a particular maneuver (for example, driving through a motorway exit at a speed of 60 km / h) and assesses the likelihood that this maneuver will trigger kinesia on a vehicle occupant. For this purpose the arithmetic unit uses 2 including a database in which certain driving maneuvers are linked to the presence or absence of kinetos risk. The arithmetic unit 2 sends the result of the determination (ie presence or absence of kinetosis risk) to the control unit 4 which this information the driver assistance system 5 provides.

Because of the arithmetic unit 2 and the occupant device 3 determined results with respect to kinetoserisikos and kinetosanfälligkeit leads the control unit 4 the trip planning for the vehicle 100 out. If a kinetic risk is determined for a specific driving maneuver and / or a kinetic susceptibility of at least one vehicle occupant, then this particular driving maneuver is not taken into account in the journey planning. The driving maneuvers taken into account during the journey planning become the driver assistance system 5 subsequently for the driver assistance functions of the vehicle 100 made available.

3 shows an exemplary flowchart of a method for trip planning for a vehicle. The method includes determining 20 whether there is a risk of kinetosis for a driving maneuver and / or a route. In order to determine whether there is a risk of kinetics, the acceleration forces acting on vehicle occupants by the driving maneuver and / or the travel route are preferably used for the specific driving maneuver and / or the particular driving route.

The method further comprises determining 30 whether there is a kinetic susceptibility of at least one vehicle occupant. For determining whether a kinetic susceptibility of at least one vehicle occupant is present, an activity and / or a posture of a vehicle occupant is preferably determined and determined whether the determined activity and / or body posture suggests that the vehicle occupant is susceptible to kinesis.

The method further includes executing 40 the journey planning of the vehicle as a function of the determined kinetosis risk for the driving maneuver and / or the route and the determined kinetics vulnerability. Preferably, a certain driving maneuver and / or a certain route, for which a kinetosis risk has been determined, are not taken as the basis for the journey planning, if kinesis susceptibility is present at least for a vehicle occupant. Alternatively or additionally, a specific driving maneuver and / or a certain driving route for which a risk of kinetics has been determined are preferably used as the basis for the journey planning if there is no kinetic susceptibility for any vehicle occupant.

The method further includes outputting 50 the trip planning. Preferably, the executed trip planning is output to a navigation system.

Claims (10)

A system (1) for trip planning for a vehicle (100), the system (1) comprising: - a determination device (2), which is designed to determine whether there is a risk of kinesis for a driving maneuver and / or a route ; - an occupant device (3), which is designed to determine whether a kinetic susceptibility of at least one vehicle occupant is present; - A with the determination device (2) and the occupant device (3) coupled to the control unit (4), which is designed depending on the determined kinetos risk for the driving maneuver and / or the route and from the determined Kinetosanfälligkeit the trip planning of the vehicle (100) and output to a to the control unit (4) coupled travel planning device (5). System (1) to Claim 1 wherein the control unit (4) is further adapted to not base a certain driving maneuver and / or a certain route for which a kinetosis risk has been determined for the trip planning if there is kinetic susceptibility for at least one vehicle occupant. System (1) to Claim 1 or 2 , wherein the control unit (4) is further adapted to a particular driving maneuver and / or a certain route, for which a kinetosis risk has been determined to be based on the trip planning, if there is no Kinetosanfälligkeit for any vehicle occupant. System (1) according to one of the preceding claims, wherein the determining device (2) is designed to use at least one of the following parameters for determining a kinematic risk for a driving maneuver and / or a driving route: - acceleration forces on vehicle occupants; Quality, in particular topography, of the route or part of the driving maneuver and / or the route of the route, - the traffic situation of the route or part of the driving maneuver and / or the route, and - Surroundings of the route or part of the driving maneuver and / or the route. System (1) according to one of the preceding claims, wherein the occupant device (3) for determining a kinetic susceptibility of at least one vehicle occupant comprises at least one of the following systems: - A status determination system (300), which is adapted to determine a status of at least one adjustable component (31, 32) in the vehicle interior and to determine whether the determined status suggests a kinetic susceptibility of at least one vehicle occupant; an occupant sensor system which is designed to determine, with the aid of at least one sensor, an activity and / or a posture of a vehicle occupant and to determine whether the determined activity and / or posture suggests that the vehicle occupant is susceptible to kinesis; a vital sensor system which is designed to determine at least one vital parameter of a vehicle occupant with the aid of at least one sensor and to determine whether the determined vital parameter indicates that the vehicle occupant is susceptible to kinesis. System (1) to Claim 5 wherein the status determination system is further adapted to determine a status relating to an arrangement, position, occupancy and / or attitude of at least one of the following adjustable components in the vehicle interior: vehicle seat, vehicle seat component, in particular arm rest, leg rest , Footrest, seat, headrest, vehicle seat back, steering column, display, table, sun visor mirror. System (1) according to one of the preceding claims, wherein the trip planning device (5) is a navigation system. Vehicle (100) with a system according to one of Claims 1 to 7 , A trip planning method for a vehicle (100), the method comprising: Determining (20) whether there is a risk of kinetosis for a driving maneuver and / or a route; Determining (30) whether a kinetic susceptibility of at least one vehicle occupant is present; Executing (40) the trip planning of the vehicle (100) as a function of the determined kinematic risk for the driving maneuver and / or the route and of the determined kinetics vulnerability; and outputting (50) the trip planning. Method according to Claim 9 in which a certain driving maneuver and / or a certain route for which a risk of kinetics has been determined are not used as the basis for the journey planning if there is kinetic susceptibility for at least one vehicle occupant.

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