JP2010052690A - Tire performance assessment method and tire performance assessment apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform a more accurate and objective assessment of a tire performance influencing against an occupant's feeling on the basis of the occupant's living body information. <P>SOLUTION: A tire performance assessment apparatus 1 comprises a brain-waves taking unit 11, a controller 12, a feeling spectra data base 13, a performance assessment data base 14 and an outputting unit 15. The controller 12 analyzes the obtained brain waves and refers to the feeling spectra data base 13 to extract feeling spectra that express joy (P1), stress (N1), sadness (N2) and relax (R). The controller 12 extracts an index corresponding to a combination of the feeling spectra in reference to the performance assessment data base 14. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a tire performance evaluation method and a tire performance evaluation apparatus for evaluating tire performance in which a tire affects an occupant's emotion using biological information indicated by a living body of an occupant of a vehicle on which an evaluation target tire is mounted.

  Conventionally, among the performance of tires mounted on vehicles such as automobiles (hereinafter abbreviated as “tire performance” as appropriate), performance evaluated based on the sense of the occupant (driver or passenger), for example, Steering stability and riding comfort are generally evaluated by test drivers who have a wealth of knowledge about tires and have long running experience.

In addition, a method for evaluating the performance of a tire evaluated based on the occupant's sense based on biological information indicated by the occupant's living body, that is, objective data has also been proposed (for example, Patent Document 1). ). Specifically, the ratio of the low-frequency component and the high-frequency component included in the occupant's electrocardiogram represents the occupant's tension and fatigue, and the degree of stress applied to the occupant by the tire is evaluated based on the ratio. Is done.
JP 2007-139499 A (Page 4, FIG. 1)

  However, it is considered that the quality of tire performance affects not only stress but also various feelings (sensitivity) of occupants. Specifically, tire performance can affect the feelings of joy, anger (stress), sorrow (sadness), and comfort (relaxation).

  That is, in the tire performance evaluation method based on the ratio of the low frequency component and the high frequency component included in the above-described occupant's electrocardiogram, there is a problem in that the tire performance that affects the occupant's emotion cannot always be accurately evaluated.

  Therefore, the present invention has an object to provide a tire performance evaluation method and a tire performance evaluation apparatus that can more accurately and objectively evaluate the tire performance that affects the emotion of the occupant based on the occupant's biological information. .

  In order to solve the above-described problems, the present invention has the following features. First, the first feature of the present invention is that the tire performance evaluates the tire performance in which the tire affects the emotion of the occupant using the biological information indicated by the occupant's living body of the vehicle on which the tire to be evaluated is mounted. The evaluation method includes a step (S1) of acquiring a brain wave of the occupant, and a step of extracting a spectrum indicating at least one of the joy, anger, sadness, and pleasure of the occupant using the brain wave (S2). And a step (S3) of evaluating the tire performance based on the spectrum.

  According to the first feature of the present invention, the steering stability of the vehicle is good and bad, and the quality of the riding comfort is quantitatively represented as a spectrum indicating the feeling of the occupant.

  As a result, it is possible to accurately and objectively evaluate the tire performance that has conventionally been difficult to accurately evaluate in the sense of a general passenger.

  The second feature of the present invention is related to the first feature of the present invention, and is summarized in that the step of evaluating determines a numerical value indicating whether the tire performance is good or not based on the spectrum.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, in the step of acquiring the brain wave, the brain wave is acquired in a period during which the vehicle travels on an irregular road surface that is not flatter than a normal road surface. Then, the gist of evaluating is to evaluate the ride comfort of the vehicle based on the spectrum.

  According to a fourth aspect of the present invention, in the first or second aspect of the present invention, in the step of acquiring the electroencephalogram, the electroencephalogram is acquired in a cornering period of the vehicle or a period in which the vehicle changes a driving lane. The gist of obtaining and evaluating is to evaluate the steering stability of the vehicle based on the spectrum.

  A fifth feature of the present invention is a tire performance evaluation device that evaluates tire performance in which the tire affects the feeling of the occupant using biological information indicated by the occupant's living body of the vehicle on which the tire to be evaluated is mounted. The tire performance evaluation apparatus 1 is an electroencephalogram acquisition unit (electroencephalogram acquisition unit 11) that acquires the brain wave of the occupant and at least any of emotions of joy, anger, sadness, and pleasure of the occupant using the electroencephalogram. A gist is provided with a spectrum extraction unit (sensibility spectrum extraction unit 122) for extracting a spectrum indicating the above and an evaluation unit (comparison unit 125, performance evaluation database 14) for evaluating the tire performance based on the spectrum. To do.

  A sixth feature of the present invention relates to the fifth feature of the present invention, wherein the evaluation unit stores a numerical value indicating tire performance in association with a reference spectrum created in advance (performance evaluation database 14). And a comparison unit (comparison unit 125) that extracts a numerical value indicating the tire performance with reference to the database, and the comparison unit searches the database for a reference spectrum corresponding to the extracted spectrum. The gist is to extract a numerical value associated with the reference spectrum.

  ADVANTAGE OF THE INVENTION According to this invention, the tire performance evaluation method and tire performance evaluation apparatus which can evaluate the tire performance which affects a passenger | crew's emotion more accurately and objectively based on a passenger | crew's biometric information can be provided. .

  Next, embodiments of a tire performance evaluation method and a tire performance evaluation apparatus according to the present invention will be described with reference to the drawings. Specifically, (1) description of the configuration of the tire performance evaluation device, (2) description of the tire performance evaluation method, (3) examples, (4) actions and effects, (5) other embodiments will be described. .

(1) Configuration of Tire Performance Evaluation Device The tire performance evaluation device 1 will be described with reference to FIG. Specifically, (1-1) description of the test for evaluating the tire performance, (1-2) description of the configuration of the tire performance evaluation apparatus, and (1-3) the configuration for executing the sensitivity spectrum analysis method will be described.

(1-1) Description of Test for Evaluating Tire Performance FIG. 1 is a schematic diagram illustrating a tire performance evaluation test performed using a tire performance evaluation apparatus 1 according to an embodiment of the present invention.

  It is considered that the steering stability of the vehicle is good, the ride quality is bad, the fatigue level, the comfort level, etc. affect the passenger's feelings. Therefore, as shown in FIG. 1, in the tire performance evaluation test according to the present embodiment, biological information indicated by the living body of the occupant 3 of the vehicle 100 on which the tire 101 to be evaluated is mounted, specifically, an electroencephalogram is used. To evaluate tire performance.

  The occupant 3 gets on the vehicle 100 with the electroencephalogram acquisition electrode 2 mounted on the head. The tire performance evaluation device 1 acquires the brain wave of the occupant 3 via the brain wave acquisition electrode 2 while the vehicle travels on a predetermined test course.

  The tire performance evaluation device 1 extracts a spectrum (referred to as a sensitivity spectrum) indicating an occupant's emotion from the brain wave. The tire performance evaluation apparatus 1 uses the sensitivity spectrum as an index for evaluating tire performance.

(1-2) Description of Configuration of Tire Performance Evaluation Device FIG. 2 is a configuration diagram illustrating the tire performance evaluation device 1. As shown in FIG. 2, the tire performance evaluation apparatus 1 includes an electroencephalogram acquisition unit 11, a control unit 12, a sensitivity spectrum database 13, a performance evaluation database 14, and an output unit 15.

  The electroencephalogram acquisition unit 11 acquires the electroencephalogram of the subject via an electrode attached to the head of an occupant who is the subject. There are 10 electrode positions of Fp1, Fp2, F3, F4, P3, P4, 01, 02, T3, and T4 at the international 10-20 method position, right earlobe reference monopolar induction, and ground measurement. 12 points were set.

  The control unit 12 extracts a spectrum (hereinafter referred to as a sensitivity spectrum) indicating the emotion of the subject by analyzing the acquired electroencephalogram. In the embodiment, “emotion” and “sensitivity” are used in the same meaning. The configuration of the control unit 12 and the process executed by the control unit 12 will be described in the section (1-3).

  A sensitivity spectrum is extracted based on an emotion spectrum analysis method (Emotion Spectrum Analysis Method) that extracts sensitivity features from an electroencephalogram. Specifically, a sensitivity spectrum is extracted from an electroencephalogram with reference to the following documents 1-3.

1. Measuring “Kokoro”: Toshimitsu Samurai Nikkei Science Vol.26, No.4, 1996
2. Know-how on sensitivity analysis using EEG Common Q &A; Brain Chemistry Laboratory, 2006.10
3. New Emotional Analytical Method by EEG; Principle and Application of Emotional Analysis Using ESA Pro / Basic; Brain Functional Research Institute Emotional Spectrum Database 13 is a standard EEG in a state where subjects express joy, anger, sadness, and pleasure The waveform and the sensitivity spectrum corresponding to the electroencephalogram waveform are stored in association with each other. In the tire performance evaluation apparatus 1, the emotions of the subject are classified into 4 emotions (referred to as basic 4 emotions). In the embodiment, “joy” corresponds to “joy / achievement”. “Anger” corresponds to “stress”. Further, “sadness” corresponds to “sadness / depression”. “Fun” corresponds to “Relax”.

  In addition, the sensitivity spectrum database 13 stores a characteristic brain wave waveform specialized for evaluation of tire performance, for example, a characteristic brain wave waveform that appears during driving. The sensitivity spectrum database 13 is referred to by the control unit 12 when the control unit 12 extracts a sensitivity spectrum from the brain wave.

  In the sensitivity spectrum analysis method, the joy / achievement index is represented by P1, the anger / stress index is represented by N1, the sadness / depression index is represented by N2, and the relaxation index is represented by R. The emotion of the subject can be expressed by the combination of the sensitivity spectrum indexes described above.

  Specifically, one state of the sensitivity of the subject can be expressed as P1 = 0.5, N1 = −0.8, N2 = −0.5, R = 0.7 using the sensitivity spectrum. .

  The performance evaluation database 14 stores a combination of sensitivity spectra and tire performance in association with each other. For example, the above-mentioned pattern of P1 = 0.5, N1 = −0.8, N2 = −0.5, R = 0.7 corresponds to an index indicating whether steering stability or riding comfort is good or bad. Attached.

  FIG. 3 is a diagram for explaining a table for associating the sensitivity spectrum combinations stored in the performance evaluation database 14 with tire performance. As shown in FIG. 3, for example, a sensitivity spectrum, P1 = 0.6, N1 = −0.02, N2 = −0.03, and R = 0.7, the steering stability or the ride comfort An index “A” indicating good or bad is associated. Further, the index “D” is associated with a pattern of P1 = 0.01, N1 = −0.6, N2 = −0.8, and R = 0.02. The indices “A”, “B”, “C”, and “D” shown here are in order from the top to the bottom.

  The output unit 15 outputs the evaluation result extracted by the comparison unit 125 to an external device. An example of the external device is an evaluation result database 21. The evaluation result database 21 stores evaluation results collectively by tire brand or size.

(1-3) Configuration for Executing Kansei Spectrum Analysis Method Next, a configuration for executing the sensitivity spectrum analysis method will be described. The tire performance evaluation device 1 executes the sensitivity spectrum analysis mainly in the control unit 12.

  Specifically, the control unit 12 includes a waveform extraction unit 121, a sensitivity spectrum extraction unit 122, a standardization unit 123, an averaging unit 124, and a comparison unit 125.

  The waveform extraction unit 121 extracts an electroencephalogram waveform for a predetermined period from the occupant's electroencephalograms acquired continuously. The predetermined period is a period during which a predetermined road surface change occurs or a period during which a predetermined vehicle operation is performed. The predetermined period is recorded together with the electroencephalogram as a type stamp when measuring the electroencephalogram. The waveform extraction unit 121 extracts a waveform of an electroencephalogram in a necessary period based on the type stamp.

  The sensitivity spectrum extraction unit 122 extracts a spectrum indicating the occupant's emotion from the electroencephalogram of the electroencephalogram of the predetermined period extracted by the waveform extraction unit 121. The sensitivity spectrum extraction unit 122 may exclude a characteristic brain wave waveform during driving as a reference.

  Specifically, the four basic emotions are joy (P1), stress (N1), sadness (N2), and relaxation (R). Of P1, N1, N2, and R, N1 and R are values that reflect mental stability, and P1 and N2 are values that reflect mood stability.

  The sensitivity spectrum is represented by a combination of numerical values of P1, N1, N2, and R. For example, when the P1 value and the R value are higher than the N1 value and the N2 value relative to each other, the state is “feeling uplifted”.

  The standardization unit 123 performs the standardization process on the result of variation obtained when the same measurement is performed a plurality of times for one subject, and performs the same measurement a plurality of times for one subject. Correct the result bias. By performing the standardization process, the measurement results can be compared between different subjects. Moreover, the error when calculating the average of all subjects can be minimized.

  The averaging unit 124 performs a process of averaging the sensitivity spectra after standardization of a plurality of subjects.

  The comparison unit 125 refers to a performance evaluation database 14 described later, and extracts a numerical value indicating tire performance. The comparison unit 125 searches the performance evaluation database 14 for a reference spectrum corresponding to the sensitivity spectrum extracted by the sensitivity spectrum extraction unit 122. A numerical value associated with the reference spectrum found by the search is extracted as an evaluation value.

  That is, in the tire performance evaluation apparatus 1, the comparison unit 125 and the performance evaluation database 14 constitute an evaluation unit that evaluates tire performance.

  Among the configurations described above, the waveform extraction unit 121, the sensitivity spectrum extraction unit 122, the standardization unit 123, the averaging unit 124, and the sensitivity spectrum database 13 related to the process of extracting the sensitivity spectrum are included in the sensitivity spectrum analyzer (stock). Corresponding to Company Brain Function Laboratory: ESA Pro / Basic).

(2) Description of Tire Performance Evaluation Method Next, the tire performance evaluation method will be described with reference to the drawings. Specifically, (2-1) Overall description of the tire performance evaluation method, (2-2) Step S1: a process of measuring an electroencephalogram, (2-2) Step S2: a process of extracting a sensitivity spectrum, (2-3) ) Step S3: Processing for evaluating performance will be described.

(2-1) Overall Description of Tire Performance Evaluation Method FIG. 4 is a flowchart illustrating the entire tire performance evaluation method. As shown in FIG. 4, the tire performance evaluation method includes steps S1, S2, and S3.

  In step S1, the tire performance evaluation device 1 acquires the occupant's brain waves. In step S2, the tire performance evaluation apparatus 1 extracts a sensitivity spectrum by analyzing the electroencephalogram acquired in step S1. In step S3, the tire performance evaluation apparatus 1 evaluates the tire performance based on the sensitivity spectrum extracted in step S2. Specifically, in step S3, a numerical value indicating the quality of tire performance is determined based on the sensitivity spectrum.

(2-2) Step S1: Process for Measuring Electroencephalogram Specifically, the process for measuring an electroencephalogram will be described. An occupant who is a subject travels on a test course while measuring an electroencephalogram with an electroencephalogram measurement electrode attached to a predetermined position on the head.

Run on the test course with the vehicle fitted with the tire to be evaluated.

  The test course has a general paved road, a rough road surface that is not flatter than a general paved road, a wavy road surface, a narrow road, cornering, a wet road surface, a snowy road surface, a frozen road surface, and the like.

  For general paved roads, the driving stability such as straight running stability, lane change performance and cornering stability will be evaluated. For rough roads and wavy roads, steering stability on rough roads is evaluated. In Kushiro, we will evaluate the handling stability in the Kushiro such as wobbling. For wet roads, snowy roads, and frozen roads, steering stability on wet and icy roads will be evaluated.

  In addition, noise and vibration on general paved roads and rough roads, riding comfort on steps, and riding comfort on uneven roads will be evaluated. Furthermore, the braking performance and acceleration / deceleration performance are evaluated.

  FIG. 5 is a schematic diagram illustrating an example of a test course. The test course 200 includes at least an irregular road surface 201 and a lane change road surface 202 that changes a traveling lane.

  When the vehicle 100 approaches the rough road surface 201 during traveling, a time stamp indicating the start of measurement of the electroencephalogram is recorded together with the electroencephalogram. When the vehicle passes through the irregular road surface 201, a type stamp indicating the end is recorded together with the electroencephalogram. This makes it easier to extract brain waves during a period during which the vehicle travels on an irregular road surface (a period from the start time stamp Ts to the end time stamp Te). Arrows Ts and Te shown in FIG. 5 represent timings at which time stamps are recorded.

  Similarly, the start and end time stamps are recorded in the task of changing the traveling lane or cornering. Thereby, it becomes easy to extract the electroencephalogram during the lane change period or during cornering.

(2-3) Step S2: Process for Extracting Sensitivity Spectrum The process for extracting the sensitivity spectrum is executed based on the sensitivity spectrum analysis method.

(2-4) Step S3: Process for Evaluating Tire Performance FIG. 6 is a flowchart for explaining in detail the process performed in step S3. As shown in FIG. 6, step S3 further includes step S31, step S32, step S33, step S34, step S35, and step S36.

  In step S31, the standardization unit 123 normalizes the occupant (subject) sensitivity spectrum extracted in step S2.

  In step S32, the averaging unit 124 averages the standardized sensitivity spectrum of the entire subject.

  In step S33, the comparison unit 125 compares the sensitivity spectrum stored in the performance evaluation database 14 with the average value of the sensitivity spectra of all subjects obtained in step S32.

  In step S <b> 34, the comparison unit 125 determines whether there is a matching sensitivity spectrum in the performance evaluation database 14.

  As a result of the determination, if there is a suitable sensitivity spectrum in the performance evaluation database 14, the comparison unit 125 extracts and outputs a numerical value indicating the tire performance associated with the sensitivity spectrum in step S35.

  On the other hand, when no suitable sensitivity spectrum is found, the comparison unit 125 outputs that there is no corresponding numerical value in step S36.

(3) Example (3-1) Measurement of electroencephalogram and sensitivity spectrum Whether or not it is possible to evaluate and differentiate the performance difference between two types of tires using the sensitivity spectrum extracted from the brain waves of the occupant who is the subject. Verified. The measurement conditions for the occupant's brain waves are shown below.

Test vehicle: displacement 2500cc x 2 (same model)
Tires: Car 1 fitted with tire A, Car 2 fitted with tire B Test course overview: Includes roads (test 1) for lane change on a regular concrete road surface at 120 km / h and steps (test 2) Subjects (occupants): Males in their 20s to 30s 8 Wearing parts of electrodes: Wearing parts based on the international 10-20 method Sensitivity spectrum analyzer: ESA-16 manufactured by Brain Function Laboratory Co., Ltd.
Here, the tire A is designed to enhance ride comfort. The tire B is a tire having high steering stability.

  In order to compare the evaluation of the tire performance determined from the sensitivity spectrum of the subject and the actual feeling of the subject, the steering stability and the ride comfort were heard from the subject after the test run.

(3-2) Evaluation From the waveform of the subject's brain wave, a waveform during running on the test course including Test 1 and Test 2 was extracted. The extracted sensitivity spectrum was normalized for each subject. In addition, the normalized sensitivity spectra of multiple subjects were averaged.

  The performance evaluation result of the tire A by the test subject was compared with the performance evaluation result of the tire B. The relative value between the value of the sensitivity spectrum when the test 1 was performed with the tire A and the value of the sensitivity spectrum when the test 1 was performed with the tire B was calculated. The results are shown in FIG.

  As shown in FIG. 7, in test 1 (lane change), the numerical values of N1 (stress) and N2 (sadness) in the tire A were relatively higher than the numerical values of N1 and N2 in the tire B. In addition, the numerical values of P1 (joy) and R (relaxed) in the tire B were relatively higher than the numerical values of P1 and R in the tire B.

  That is, from the sensitivity spectrum when test 1 was performed with the tire A, the result was that the tire B was superior in steering stability to the tire A. This almost coincided with the actual feeling tendency heard from the subjects after the test run.

  Subsequently, a relative value between the value of the sensitivity spectrum when the test 2 was performed with the tire A and the value of the sensitivity spectrum when the test 2 was performed with the tire B was calculated. The results are shown in FIG.

  As shown in FIG. 8, in test 2 (step road), the numerical values of P1 and R in the tire A were relatively higher than the numerical values of P1 and R in the tire B. Further, the numerical values of N1 and N2 in the tire B were relatively higher than the numerical values of N1 and N2 in the tire A.

  That is, from the sensitivity spectrum when test 2 was performed with tire A, in the case of a step road, the result was that tire A was superior to tire B in ride comfort. This almost coincided with the actual feeling tendency heard from the subjects after the test run.

(4) Effects / Effects The tire performance evaluation method includes a step S1 of acquiring an occupant's brain wave, and a step S2 of extracting a sensitivity spectrum indicating at least one of the joy, anger, sadness, and pleasure of the occupant using the brain wave. And step S3 for evaluating tire performance based on the sensitivity spectrum.

  According to the tire performance evaluation method, the steering stability of the vehicle is good and bad, and the quality of the riding comfort is quantitatively expressed as a spectrum indicating the feeling of the occupant.

  As a result, it is possible to accurately and objectively evaluate the tire performance that has conventionally been difficult to accurately evaluate in the sense of a general passenger.

  In step S1 for acquiring an electroencephalogram, an electroencephalogram during a period in which the vehicle travels on an irregular road surface that is not flatter than the normal road surface is acquired. In step S3, the riding comfort of the vehicle while traveling on the irregular road surface is evaluated based on the sensitivity spectrum. To do.

  In step S1 for acquiring a brain wave, an electroencephalogram during a period in which the vehicle changes the travel lane is acquired. In step S3, the steering stability of the vehicle in a period during which the travel lane is changed is evaluated based on the sensitivity spectrum.

  Therefore, it is possible to evaluate the driving stability or the riding comfort from the sensitivity spectrum of the subject (occupant) when traveling on the test road surfaces in different states.

(5) Other Embodiments The content of the present invention has been disclosed according to an embodiment of the present invention. However, the present invention is not limited to the above discussion and drawings. Various embodiments that will be apparent to those skilled in the art based on the above discussion and drawings are all included in the present invention.

  The tire performance evaluation apparatus 1 is assumed to use four sensitivity spectra of joy, anger, sadness, and pleasure for evaluation of tire performance. However, it may not be four. Any two or three sensitivity spectra may be used.

  The configuration of the control unit 12 in the tire performance evaluation apparatus 1 shown in FIG. 2, that is, the waveform extraction unit 121, the sensitivity spectrum extraction unit 122, the standardization unit 123, the averaging unit 124, the comparison unit 125, etc. In addition to being prepared inside the control unit 12, it may be realized as a software module executed by a CPU or the like.

  The processing shown in FIG. 4 can be realized by operating a program that executes each software module on a general multitasking OS having functions such as device control, a multitasking operation environment, and a timer.

  Although the tire performance evaluation device 1 includes the standardization unit 123 for correcting the bias of the measurement result for each subject, the standardization unit 123 may not be provided. Moreover, although the tire performance evaluation apparatus 1 was provided with the averaging part 124 which performs the process which averages the sensitivity spectrum after the standardization of a some test subject, the averaging part 124 does not need to be provided.

  Although the test course 200 has the irregular road surface 201 and the lane change road surface 202, the test course 200 may have a swell road surface, a narrow road, a cornering, a wet road surface, a snowy road surface, a frozen road surface, and the like. Moreover, you may have a wet road surface, a snowy road surface, and a frozen road surface.

  The technical scope of the present invention is defined only by the invention specifying matters according to the scope of claims reasonable from the above description.

It is a schematic diagram explaining the evaluation test of the tire performance performed using the tire performance evaluation apparatus which concerns on embodiment of this invention. It is a lineblock diagram explaining the tire performance evaluation device concerning the embodiment of the present invention. It is a figure explaining the table which matches the combination of a sensitivity spectrum, and tire performance. It is a flowchart explaining the tire performance evaluation method which concerns on embodiment of this invention. It is a schematic diagram explaining an example of the test course which drive | works the vehicle with which the tire of evaluation object was mounted | worn. It is a flowchart explaining the process of step S3 of the process shown in FIG. 4 in detail. FIG. 4 is a diagram showing a relative value between a sensitivity spectrum value when test 1 is performed with tire A and a sensitivity spectrum value when test 1 is performed with tire B. FIG. 6 is a diagram showing a relative value between a sensitivity spectrum value when test 2 is performed with tire A and a sensitivity spectrum value when test 2 is performed with tire B.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Tire performance evaluation apparatus, 2 ... Electroencephalogram acquisition electrode, 3 ... Test subject, 11 ... Electroencephalogram acquisition part, 12 ... Control part, 13 ... Kansei spectrum database, 14 ... Performance evaluation database, 15 ... Output part, 21 ... Evaluation result Database: 100 ... Vehicle, 101 ... Tire, 121 ... Waveform extraction unit, 122 ... Kansei spectrum extraction unit, 123 ... Normalization unit, 124 ... Averaging unit, 125 ... Comparison unit, 200 ... Test course, 201 ... Rough road surface, 202 ... Lane change road surface

Claims (6)

A tire performance evaluation method for evaluating tire performance that affects the emotion of the occupant using biometric information indicated by the occupant's living body of the vehicle on which the tire to be evaluated is mounted,
Obtaining a brain wave of the occupant;
Extracting a spectrum indicating at least one of the joy, anger, sadness, and pleasure of the occupant using the brain wave;
A tire performance evaluation method comprising: evaluating the tire performance based on the spectrum.   The tire performance evaluation method according to claim 1, wherein in the step of evaluating, a numerical value indicating whether the tire performance is good or not is determined based on the spectrum. In the step of acquiring the electroencephalogram, the electroencephalogram is acquired in a period in which the vehicle travels on an irregular road surface that is not flatter than a normal road surface,
The tire performance evaluation method according to claim 1 or 2, wherein, in the step of evaluating, the riding comfort of the vehicle is evaluated based on the spectrum. In the step of acquiring the electroencephalogram, the electroencephalogram is acquired in a cornering period of the vehicle or a period in which the vehicle changes a driving lane,
The tire performance evaluation method according to claim 1, wherein, in the step of evaluating, the steering stability of the vehicle is evaluated based on the spectrum. A tire performance evaluation device that evaluates tire performance that affects the emotion of the occupant using biometric information indicated by the occupant's living body of the vehicle on which the tire to be evaluated is mounted,
An electroencephalogram acquisition unit for acquiring the occupant's electroencephalogram;
A spectrum extraction unit for extracting a spectrum indicating at least one of the joy, anger, sadness, and pleasure of the occupant using the brain wave;
A tire performance evaluation apparatus comprising: an evaluation unit that evaluates the tire performance based on the spectrum. The evaluation unit is
A database that stores a numerical value indicating tire performance in association with a reference spectrum created in advance;
A comparison unit that extracts a numerical value indicating the tire performance with reference to the database;
The tire performance evaluation device according to claim 5, wherein the comparison unit searches a reference spectrum corresponding to the extracted spectrum from the database, and extracts a numerical value associated with the reference spectrum.

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