JP2018118532A - Vehicle seat control device, vehicle seat control method, and vehicle seat control program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle seat control device, a vehicle seat control method, and a vehicle seat control program capable of causing a passenger of a vehicle to experience a behavior occurring in the vehicle with a specific intention.SOLUTION: The vehicle seat control device includes a vehicle seat, an actuator that changes at least either the position or attitude of the vehicle seat, an actuator driving control part that drives and controls the actuator, and a behavior recognition part that detects or predicts a behavior occurring in the vehicle. The actuator driving control part drives and controls the actuator in a direction that a driver experiences a behavior greater than the behavior occurring in the vehicle while the vehicle is running.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle seat control device, a vehicle seat control method, and a vehicle seat control program.

  2. Description of the Related Art Conventionally, there is known an apparatus that adjusts a seat slide amount, a reclining angle, and a height adjuster amount of a driver's seat by controlling an actuator (see, for example, Patent Document 1).

JP, 2014-201174, A

  By the way, in the device according to the above prior art, although consideration is given to prompting an appropriate driving posture according to the physique of the driver, the behavior of the vehicle is caused to be experienced by the vehicle occupant with a specific intention. Not something.

  The present invention has been made in view of the above circumstances, and can provide a vehicle seat control device and a vehicle seat control method that allow a vehicle occupant to experience a behavior generated in a vehicle with a specific intention. Another object is to provide a vehicle seat control program.

  The invention according to claim 1 is a vehicle seat, an actuator that changes at least one of a position or a posture of the vehicle seat, an actuator drive control unit that drives and controls the actuator, and a behavior that occurs in the vehicle. A behavior recognition unit that detects or predicts, and the actuator drive control unit drives and controls the actuator in a direction in which the driver feels a behavior larger than the behavior generated in the vehicle when the vehicle travels. 1 is a vehicle seat control device.

  According to a second aspect of the present invention, in the first aspect of the invention, the vehicle further includes an automatic driving control unit that performs automatic driving for automatically controlling at least one of acceleration / deceleration and steering of the vehicle. The seat includes a driver seat, and the actuator driving control unit operates at least an actuator corresponding to the driver seat when the automatic driving control unit is executing the automatic driving in a predetermined mode. It is something to be made.

  According to a third aspect of the present invention, in the invention according to the second aspect, the actuator drive control unit is configured to perform at least the operation when the automatic operation is performed in the predetermined mode by the automatic operation control unit. At least an actuator corresponding to the driver's seat is operated so as to tilt the driver's seat.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the behavior recognition unit detects an acceleration that acts on the vehicle when the vehicle is running, and the actuator drive control is performed. The unit drives and controls the actuator in a direction in which the driver feels an acceleration larger than the acceleration detected by the behavior recognition unit.

  The invention according to claim 5 is the invention according to claim 2 or 3, further comprising an action plan generation unit that generates a target trajectory on which the vehicle will travel in the future, wherein the behavior recognition unit is the action plan generation unit. Based on the target trajectory generated by the vehicle, the acceleration acting on the vehicle when the vehicle is traveling is predicted, and the actuator drive control unit has an acceleration larger than the acceleration predicted by the behavior recognition unit. The actuator is driven and controlled in the direction to experience.

  The invention according to claim 6 is the invention according to any one of claims 1 to 5, further comprising a vehicle position specifying unit that specifies the position of the vehicle, and map information, and the behavior recognition unit. Predicts acceleration acting on the vehicle when the vehicle travels based on the current position of the vehicle specified by the vehicle position specifying unit and the map information, and the actuator drive control unit The actuator is driven and controlled in a direction in which the driver feels an acceleration larger than the acceleration predicted by the recognition unit.

  According to a seventh aspect of the present invention, in the invention according to any one of the first to sixth aspects, when the behavior detected or predicted by the behavior recognition unit is greater than a threshold, The drive control amount of the actuator is limited.

  In the invention according to claim 8, the computer mounted on the vehicle detects or predicts the behavior that occurs in the vehicle, and the driver experiences a behavior that is greater than the behavior that occurs in the vehicle when the vehicle travels. In the vehicle seat control method, at least one of a position and a posture of the vehicle seat is changed by driving and controlling the actuator in the direction.

  According to the ninth aspect of the invention, a computer mounted on a vehicle detects or predicts a behavior that occurs in the vehicle, and the driver feels a behavior that is greater than the behavior that occurs in the vehicle when the vehicle is running. A vehicle seat control program that changes at least one of a position and a posture of a vehicle seat by drivingly controlling an actuator in a direction.

  According to the first, fourth, sixth, eighth, and ninth aspects of the present invention, the behavior generated in the vehicle can be experienced by the vehicle occupant with a specific intention.

  According to invention of Claim 2, 3, a driver | operator can be awakened.

  According to the seventh aspect of the present invention, it is possible to suppress the possibility that the behavior experienced by the driver becomes too large.

1 is a configuration diagram of a vehicle system 1 to which a vehicle seat control device of a first embodiment is applied. It is a figure which shows a mode that the relative position or attitude | position of the own vehicle M with respect to the traveling lane L1 is recognized by the own vehicle position recognition part 122. FIG. It is a figure which shows a mode that a target track is produced | generated based on a recommended lane. It is the figure which showed an example of the control performed by the vehicle seat control apparatus of 1st Embodiment in order to awaken the passenger | crew of the own vehicle. It is the figure which showed an example of the control performed by the vehicle seat control apparatus of 1st Embodiment in order to awaken the passenger | crew of the own vehicle. It is the figure which showed an example of the control performed by the vehicle seat control apparatus of 1st Embodiment in order to awaken the passenger | crew of the own vehicle. It is the figure which showed an example of the control performed by the vehicle seat control apparatus of 1st Embodiment in order to awaken the passenger | crew of the own vehicle. It is the figure which showed an example of the control performed by the vehicle seat control apparatus of 1st Embodiment in order to awaken the passenger | crew of the own vehicle. FIG. 6 is a diagram showing a relationship between a behavior generated in the host vehicle M when the host vehicle M is traveling and a drive control amount of an actuator 84; It is a flowchart which shows an example of the flow of the process performed in the vehicle system 1 to which the vehicle seat control apparatus of 1st Embodiment was applied. It is a flowchart which shows an example of the flow of the process performed in the vehicle system 1 to which the vehicle seat control apparatus of 2nd Embodiment was applied. It is a flowchart which shows the other example of the flow of the process performed in the vehicle system 1 to which the vehicle seat control apparatus of 2nd Embodiment was applied.

  Hereinafter, embodiments of a vehicle seat control device, a vehicle seat control method, and a vehicle seat control program according to the present invention will be described with reference to the drawings.

<First Embodiment>
In the first embodiment, the vehicle seat control device will be described as applied to an autonomous driving vehicle. FIG. 1 is a configuration diagram of a vehicle system 1 to which the vehicle seat control device of the first embodiment is applied. The vehicle on which the vehicle system 1 is mounted is, for example, a vehicle such as a two-wheel, three-wheel, or four-wheel vehicle, and a drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electric power generated by a generator connected to the internal combustion engine or electric discharge power of a secondary battery or a fuel cell.

  The vehicle system 1 includes, for example, a camera 10, a radar device 12, a finder 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a navigation device 50, and an MPU (Micro-Processing). Unit) 60, a vehicle sensor 70, a driving operator 80, a vehicle interior camera 90, an automatic driving control unit 100, a traveling driving force output device 200, a brake device 210, and a steering device 220. These devices and devices are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The configuration illustrated in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.

  The vehicle system 1 to which the vehicle seat control device according to the first embodiment is applied includes, for example, a vehicle seat 82, an actuator 84, an actuator drive control unit 86, and a behavior recognition unit 88 in addition to the above-described configuration. Is provided. The vehicle seat 82 includes a driver seat on which the driver is seated and an occupant seat on which a passenger of the host vehicle M other than the driver is seated. In the following description, drive control of the driver's seat will be described exclusively.

  The actuator 84 changes at least one of the position or posture of the vehicle seat 82. The actuator drive control unit 86 controls the actuator 84 to freely change part or all of the horizontal position, vertical position, pitch angle, roll angle, yaw angle, and the like of the vehicle seat 82. When the pitch angle of the vehicle seat 82 is changed, the vehicle seat 82 tilts forward or rearward in the traveling direction of the host vehicle M. When the roll angle of the vehicle seat 82 is changed, the vehicle seat 82 tilts to the left or right in the lateral direction of the host vehicle M. When the horizontal position of the vehicle seat 82 is changed, the vehicle seat 82 slides in the horizontal direction. When the yaw angle of the vehicle seat 82 is changed, the vehicle seat 82 turns around the vertical axis. The behavior recognition unit 88 detects or predicts the behavior that occurs in the host vehicle M. The actuator drive control unit 86 drives and controls the actuator 84 in a direction in which the driver feels a behavior larger than the behavior generated in the host vehicle M when the host vehicle M travels.

  The camera 10 is a digital camera using a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). One or a plurality of cameras 10 are attached to any part of a vehicle (hereinafter referred to as the host vehicle M) on which the vehicle system 1 is mounted. When imaging the front, the camera 10 is attached to the upper part of the front windshield, the rear surface of the rearview mirror, or the like. For example, the camera 10 periodically and repeatedly images the periphery of the host vehicle M. The camera 10 may be a stereo camera.

  The radar device 12 radiates a radio wave such as a millimeter wave around the host vehicle M and detects a radio wave (reflected wave) reflected by the object to detect at least the position (distance and direction) of the object. One or a plurality of radar devices 12 are attached to arbitrary locations of the host vehicle M. The radar apparatus 12 may detect the position and speed of an object by FM-CW (Frequency Modulated Continuous Wave) method.

  The finder 14 is LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) that measures the scattered light with respect to the irradiation light and detects the distance to the target. One or a plurality of the finders 14 are attached to arbitrary locations of the host vehicle M.

  The object recognition device 16 performs sensor fusion processing on the detection results of some or all of the camera 10, the radar device 12, and the finder 14, and recognizes the position, type, speed, and the like of the object. The object recognition device 16 outputs the recognition result to the automatic driving control unit 100.

  The communication device 20 communicates with other vehicles existing around the host vehicle M using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or wirelessly. It communicates with various server apparatuses via a base station.

  The HMI 30 presents various information to the occupant of the host vehicle M and accepts an input operation by the occupant. The HMI 30 includes various display devices, speakers, buzzers, touch panels, switches, keys, and the like.

  The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The first map information 54 is stored in a storage device such as an HDD (Hard Disk Drive) or a flash memory. Holding. The GNSS receiver specifies the position of the host vehicle M based on the signal received from the GNSS satellite. The position of the host vehicle M may be specified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 70. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 52 may be partly or wholly shared with the HMI 30 described above. The route determination unit 53, for example, determines the route from the position of the host vehicle M specified by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52. This is determined with reference to one map information 54. The first map information 54 is information in which a road shape is expressed by, for example, a link indicating a road and nodes connected by the link. The first map information 54 may include road curvature and POI (Point Of Interest) information. The route determined by the route determination unit 53 is output to the MPU 60. Further, the navigation device 50 may perform route guidance using the navigation HMI 52 based on the route determined by the route determination unit 53. In addition, the navigation apparatus 50 may be implement | achieved by the function of terminal devices, such as a smart phone and a tablet terminal which a user holds, for example. Further, the navigation device 50 may acquire the route returned from the navigation server by transmitting the current position and the destination to the navigation server via the communication device 20.

  Using the function of the navigation device 50, the behavior recognition unit 88 is based on, for example, the current position of the host vehicle M specified by the GNNS receiver 51 functioning as a vehicle position specifying unit and the first map information 54. The behavior that occurs in the host vehicle M when the host vehicle M travels is predicted. Specifically, the target steering angle is acquired from the road information (gradient) obtained from the first map information 54, the traveling speed, etc., and the lateral acceleration of the host vehicle M generated thereby is predicted.

  For example, the MPU 60 functions as the recommended lane determining unit 61 and holds the second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determining unit 61 divides the route provided from the navigation device 50 into a plurality of blocks (for example, every 100 [m] with respect to the vehicle traveling direction), and refers to the second map information 62 for each block. Determine the recommended lane. The recommended lane determining unit 61 performs determination such as what number of lanes from the left to travel. The recommended lane determining unit 61 determines a recommended lane so that the host vehicle M can travel on a reasonable route for proceeding to the branch destination when there is a branch point or a merge point in the route.

  The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of the lane or information on the boundary of the lane. The second map information 62 may include road information, traffic regulation information, address information (address / postal code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as expressway, toll road, national road, prefectural road, road lane number, width of each lane, road gradient, road position (longitude, latitude, height). Information including 3D coordinates), curvature of lane curves, lane merging and branch point positions, signs provided on roads, and the like. The second map information 62 may be updated at any time by accessing another device using the communication device 20.

  The vehicle sensor 70 includes a vehicle speed sensor that detects the speed of the host vehicle M. The vehicle sensor 70 includes a triaxial acceleration sensor that acts in the traveling direction (front-rear direction), the lateral direction (lateral direction), and the vertical direction (vertical direction) in the host vehicle M. Further, the vehicle sensor 70 includes a yaw rate sensor that detects an angular velocity around the vertical axis, an orientation sensor that detects the direction of the host vehicle M, and the like, and may include a pitch angle sensor or a roll angle sensor in which the mounting direction of the yaw rate sensor is changed. Good. Alternatively, a pitch angle sensor or a roll angle sensor in which the mounting direction of the yaw rate sensor is changed may be included. For example, when the host vehicle M is traveling, the behavior recognition unit 88 detects a behavior that occurs in the host vehicle M, such as acceleration or angular velocity acting on the host vehicle M, based on the output signal of the vehicle sensor 70.

  The driving operation element 80 includes, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, and other operation elements. A sensor that detects the amount of operation or the presence or absence of an operation is attached to the driving operator 80, and the detection result is the automatic driving control unit 100, or the traveling driving force output device 200, the brake device 210, and the steering device. 220 is output to one or both of 220.

  The vehicle interior camera 90 images the upper body around the face of the occupant seated in the driver's seat. A captured image of the vehicle interior camera 90 is output to the automatic driving control unit 100.

  The automatic operation control unit 100 includes, for example, a first control unit 120 and a second control unit 140. The first control unit 120 and the second control unit 140 are realized by a processor (CPU) or the like executing a program (software). In addition, some or all of the functional units of the first control unit 120 and the second control unit 140 described below are LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), and FPGA (Field-Programmable Gate Array). ) Or the like, or may be realized by cooperation of software and hardware.

  The 1st control part 120 is provided with the external world recognition part 121, the own vehicle position recognition part 122, and the action plan production | generation part 123, for example.

  The external environment recognition unit 121 determines the position of the surrounding vehicle and the state such as speed and acceleration based on information input directly from the camera 10, the radar device 12, and the finder 14 or via the object recognition device 16. recognize. The position of the surrounding vehicle may be represented by a representative point such as the center of gravity or corner of the surrounding vehicle, or may be represented by an area expressed by the outline of the surrounding vehicle. The “state” of the surrounding vehicle may include acceleration and jerk of the surrounding vehicle, or “behavioral state” (for example, whether or not the lane is changed or is about to be changed). In addition to the surrounding vehicles, the external environment recognition unit 121 may recognize the positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects.

  The own vehicle position recognition unit 122 recognizes, for example, the lane (traveling lane) in which the own vehicle M is traveling, and the relative position and posture of the own vehicle M with respect to the traveling lane. The own vehicle position recognition unit 122, for example, includes a road marking line pattern (for example, an arrangement of solid lines and broken lines) obtained from the second map information 62 and an area around the own vehicle M recognized from an image captured by the camera 10. The traveling lane is recognized by comparing the road marking line pattern. In this recognition, the position of the host vehicle M acquired from the navigation device 50 and the processing result by INS may be taken into account.

  And the own vehicle position recognition part 122 recognizes the position and attitude | position of the own vehicle M with respect to a travel lane, for example. FIG. 2 is a diagram illustrating a state in which the vehicle position recognition unit 122 recognizes the relative position and posture of the vehicle M with respect to the travel lane L1. In the following drawings, coordinate systems of X (traveling direction), Y (lateral direction), and Z (vertical direction) are shown as necessary. The own vehicle position recognizing unit 122 makes, for example, a line connecting the deviation OS of the reference point (for example, the center of gravity) of the own vehicle M from the travel lane center CL and the travel lane center CL in the traveling direction of the own vehicle M. The angle θ is recognized as the relative position and posture of the host vehicle M with respect to the traveling lane L1. Instead, the host vehicle position recognition unit 122 recognizes the position of the reference point of the host vehicle M with respect to any side end of the host lane L1 as the relative position of the host vehicle M with respect to the traveling lane. Also good. The relative position of the host vehicle M recognized by the host vehicle position recognition unit 122 is provided to the recommended lane determination unit 61 and the action plan generation unit 123.

  The action plan generation unit 123 determines events that are sequentially executed in the automatic driving so that the recommended lane determination unit 61 determines the recommended lane and travels along the recommended lane, and can cope with the surrounding situation of the host vehicle M. Events include, for example, a constant speed event that travels in the same lane at a constant speed, a follow-up event that follows the preceding vehicle, a lane change event, a merge event, a branch event, an emergency stop event, and automatic driving There are handover events to switch to manual operation. Further, during execution of these events, actions for avoidance may be planned based on the surrounding situation of the host vehicle M (the presence of surrounding vehicles and pedestrians, lane narrowing due to road construction, etc.).

  The action plan generation unit 123 generates a target track on which the host vehicle M will travel in the future. The target trajectory includes, for example, a velocity element. For example, the target trajectory is generated as a set of target points (orbit points) that should be set at a plurality of future reference times for each predetermined sampling time (for example, about 0 comma [sec]) and reach these reference times. The For this reason, when the width | variety of a track point is wide, it has shown running in the area between the track points at high speed.

  The behavior recognition unit 88 predicts a behavior that occurs in the host vehicle M when the host vehicle M travels based on the target trajectory generated by the action plan generation unit 123. Specifically, the target steering angle is acquired from road information (gradient) obtained from the target track generated by the action plan generation unit 123, travel speed, and the like, and the lateral acceleration of the host vehicle M generated thereby is predicted. .

  FIG. 3 is a diagram illustrating a state in which a target track is generated based on the recommended lane. As shown in the figure, the recommended lane is set so as to be convenient for traveling along the route to the destination. The action plan generation unit 123 activates a lane change event, a branch event, a merge event, or the like when a predetermined distance before the recommended lane switching point (may be determined according to the type of event) is reached. If it becomes necessary to avoid an obstacle during the execution of each event, an avoidance trajectory is generated as shown in the figure.

  For example, the action plan generation unit 123 generates a plurality of candidate target trajectories, and selects an optimal target trajectory at that time point based on safety and efficiency.

  The second control unit 140 includes a travel control unit 141. The traveling control unit 141 controls the traveling driving force output device 200, the steering device 220, and the brake device 210 so that the host vehicle M passes the target track generated by the action plan generating unit 123 at a scheduled time. To do.

  The traveling driving force output device 200 outputs a traveling driving force (torque) for traveling of the vehicle to driving wheels. The travel driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU that controls these. The ECU controls the above-described configuration in accordance with information input from the travel control unit 141 or information input from the driving operator 80.

  The brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with the information input from the travel control unit 141 or the information input from the driving operation element 80 so that the brake torque corresponding to the braking operation is output to each wheel. The brake device 210 may include, as a backup, a mechanism that transmits the hydraulic pressure generated by operating the brake pedal included in the driving operation element 80 to the cylinder via the master cylinder. The brake device 210 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device that controls the actuator according to information input from the travel control unit 141 and transmits the hydraulic pressure of the master cylinder to the cylinder. Good.

  The steering device 220 includes, for example, a steering ECU and an electric motor. For example, the electric motor changes the direction of the steered wheels by applying a force to a rack and pinion mechanism. The steering ECU drives the electric motor according to the information input from the travel control unit 141 or the information input from the driving operator 80, and changes the direction of the steered wheels.

  The automatic driving control unit 100 including the first control unit 120 and the second control unit 140 described above serves as an automatic driving control unit that executes automatic driving for automatically controlling at least one of acceleration / deceleration and steering of the host vehicle M. Function. The automatic driving executed by the automatic driving control unit 100 includes, for example, a first mode, a second mode, and a third mode.

  The first mode of automatic driving is the mode with the highest degree of automatic driving compared to other modes. When the automatic driving in the first mode is executed, all vehicle control such as complicated merge control is automatically performed, so that the driver does not have any duty related to the driving operation. For example, the driver does not need to monitor the surroundings and the state of the host vehicle M (no obligation to monitor the surroundings required by the driver). In addition, the driver does not need to perform a driving operation on an accelerator pedal, a brake pedal, a steering wheel, or the like (the driving operation duty required by the driver does not occur), and may be aware of other than driving the vehicle. That is, during the execution of the automatic driving in the first mode, no driving operation or the like is required from the driver, so there is no problem even if the driver falls asleep. Therefore, during the execution of the automatic driving in the first mode, the control for awakening the driver is not performed by the vehicle seat control device of the first embodiment.

  The second mode of automatic operation is a mode in which the degree of automatic operation is the second highest after the first mode. When the automatic driving in the second mode is executed, in principle, all vehicle control is automatically performed, but the driving operation of the host vehicle M is entrusted to the driver depending on the situation (the vehicle compared to the first mode). Driving duty increases). For this reason, the driver needs to monitor the surroundings and the state of the host vehicle M and pay attention to the driving of the host vehicle M (duty regarding driving the vehicle is increased compared to the first mode). That is, during the execution of the automatic operation in the second mode, the driver is required to perform a driving operation or the like, so that it is necessary to prevent the driver from falling asleep. Therefore, during execution of the automatic driving in the second mode, control for awakening the driver is performed by the vehicle seat control device of the first embodiment.

  The third mode of automatic operation is a mode in which the degree of automatic operation is the second highest after the second mode. When the automatic driving of the third mode is executed, the driver needs to perform a confirmation operation corresponding to the scene on the HMI 30 (duty relating to vehicle driving increases compared to the second mode). In the third mode, for example, when the driver is notified of the lane change timing and the driver performs an operation to instruct the HMI 30 to change the lane, the automatic lane change is performed. For this reason, the driver needs to monitor the periphery and state of the own vehicle M (duty relating to vehicle driving increases compared to the second mode). In other words, during the execution of the automatic driving in the third mode, the driver is required to perform a driving operation or the like, so that it is necessary to prevent the driver from falling asleep. Therefore, during execution of the automatic driving in the third mode, control for awakening the driver is performed by the vehicle seat control device of the first embodiment.

  4 to 8 are diagrams illustrating an example of control performed by the vehicle seat control device of the first embodiment in order to wake up the passenger of the host vehicle M. FIG. 4A illustrates an example in which the vehicle seat 82 is tilted to the rear side in the traveling direction of the host vehicle M, and FIG. 4B illustrates an example in which the vehicle seat 82 is tilted to the front side in the traveling direction of the host vehicle M. Is shown.

  In the example shown in FIG. 4A, the actuator 84 tilts the vehicle seat 82 to the rear side in the traveling direction of the host vehicle M. The control of the vehicle seat 82 shown in FIG. 4 (A) is, for example, when inertial force is generated backward in the traveling direction of the host vehicle M (rightward in FIG. 4 (A)) as in the acceleration operation of the host vehicle M. Alternatively, it is executed when gravitational acceleration acts backward in the traveling direction of the host vehicle M, for example, when traveling uphill. During acceleration operation of the host vehicle M, the forward acceleration in the traveling direction of the host vehicle M acts on the host vehicle M, so that the driver feels the inertial force in the backward direction of the traveling of the host vehicle M. Further, as shown in FIG. 4A, the vehicle seat 82 is tilted rearward in the traveling direction of the host vehicle M, so that the driver can feel the acceleration feeling of the host vehicle M more greatly by the acceleration operation. It will be. Further, when the host vehicle M is traveling uphill, the vehicle seat 82 is tilted rearward in the traveling direction of the host vehicle M as shown in FIG. Experience a greater sense of backward inertia. As a result, the driver will experience an acceleration that is greater than the acceleration acting on the host vehicle M by traveling uphill.

  In the example shown in FIG. 4B, the actuator 84 tilts the vehicle seat 82 to the front side in the traveling direction of the host vehicle M. The control of the vehicle seat 82 shown in FIG. 4 (B) is, for example, when inertial force is generated forward in the traveling direction of the host vehicle M (leftward in FIG. 4 (B)) as in the deceleration operation of the host vehicle M. Alternatively, it is executed when gravitational acceleration acts forward in the traveling direction of the host vehicle M, such as when traveling downhill. When the host vehicle M is decelerated, the backward acceleration in the traveling direction of the host vehicle M acts on the host vehicle M, so that the driver feels the inertial force forward in the traveling direction of the host vehicle M. In addition, as shown in FIG. 4B, the vehicle seat 82 is also tilted forward in the traveling direction of the host vehicle M, so that the driver feels the inertial force forward of the traveling direction of the host vehicle M more greatly. As a result, the driver experiences an acceleration greater than the acceleration acting on the host vehicle M by the deceleration operation. Further, when the host vehicle M travels downhill, the gravitational acceleration forward in the traveling direction of the host vehicle M acts on the host vehicle M, and the driver feels the gravitational acceleration forward in the traveling direction of the host vehicle M. Further, as shown in FIG. 4B, the vehicle seat 82 is tilted forward in the traveling direction of the host vehicle M, so that the driver feels the gravitational acceleration forward in the traveling direction of the host vehicle M more greatly. As a result, the driver will experience an acceleration that is greater than the acceleration that acts on the host vehicle M when traveling downhill.

  FIG. 5A shows an example in which the vehicle seat 82 is tilted to the left in the lateral direction of the host vehicle M, and FIG. 5B is an example in which the vehicle seat 82 is tilted to the right in the lateral direction of the host vehicle M. Show.

  In the example shown in FIG. 5A, the actuator 84 tilts the vehicle seat 82 to the left in the lateral direction of the host vehicle M. The control of the vehicle seat 82 shown in FIG. 5A is performed when inertia force is generated in the lateral left direction of the own vehicle M (right direction in FIG. 5A), for example, when the own vehicle M turns right. Executed. When the host vehicle M turns right, the lateral acceleration of the host vehicle M acts on the host vehicle M, so that the driver feels the inertial force of the host vehicle M leftward in the lateral direction. Further, as shown in FIG. 5 (A), the driver can also experience the inertial force of the vehicle M leftward in the lateral direction even more as the vehicle seat 82 is tilted to the left in the vehicle lateral direction. . As a result, the driver experiences an acceleration greater than the acceleration acting on the host vehicle M by turning right.

  In the example shown in FIG. 5B, the actuator 84 tilts the vehicle seat 82 to the right in the lateral direction of the host vehicle M. The control of the vehicle seat 82 shown in FIG. 5B is executed when an inertial force is generated in the lateral direction rightward of the host vehicle M (leftward in FIG. 5B), for example, when the host vehicle M turns left. Is done. When the host vehicle M turns left, the lateral left acceleration of the host vehicle M acts on the host vehicle M, so that the driver feels the lateral rightward inertial force of the host vehicle M. Further, as shown in FIG. 5B, the vehicle seat 82 is also tilted to the right side in the lateral direction of the host vehicle M, so that the driver can feel the inertia force of the host vehicle M in the right direction in the lateral direction more greatly. . As a result, the driver will experience an acceleration greater than the acceleration acting on the host vehicle M by turning left.

  6A shows an example in which the vehicle seat 82 is slid on the rear side in the traveling direction of the host vehicle M, and FIG. 6B shows an example in which the vehicle seat 82 is slid on the front side in the traveling direction of the host vehicle M. Is shown.

  In the example shown in FIG. 6A, the actuator 84 slides the vehicle seat 82 to the rear side in the traveling direction of the host vehicle M. The control of the vehicle seat 82 shown in FIG. 6 (A) is, for example, when inertial force or the like is generated backward in the traveling direction of the host vehicle M (rightward in FIG. 6 (A)), such as during acceleration operation of the host vehicle M. Alternatively, it is executed when gravitational acceleration acts backward in the traveling direction of the host vehicle M, for example, when traveling uphill. During acceleration operation of the host vehicle M, the forward acceleration in the traveling direction of the host vehicle M acts on the host vehicle M, whereby the driver feels the inertial force in the backward direction of the traveling of the host vehicle M. Further, as shown in FIG. 6A, the vehicle seat 82 is slid to the rear side in the traveling direction of the host vehicle M, so that the driver feels the inertial force in the rearward direction of the host vehicle M more greatly. As a result, the driver feels an acceleration larger than the acceleration acting on the host vehicle M by the acceleration driving. Further, when the host vehicle M travels uphill, gravity acceleration in the direction of travel of the host vehicle M acts on the host vehicle M, and the driver feels gravity acceleration in the direction of travel of the host vehicle M backward. Further, as shown in FIG. 6A, the vehicle seat 82 is slid to the rear side in the traveling direction of the host vehicle M, so that the driver feels the inertial force in the backward direction in the traveling direction of the host vehicle M more greatly. . As a result, the driver will experience an acceleration that is greater than the acceleration acting on the host vehicle M by traveling uphill.

  In the example shown in FIG. 6B, the actuator 84 slides the vehicle seat 82 to the front side in the traveling direction of the host vehicle M. The control of the vehicle seat 82 shown in FIG. 6B is performed when the inertia force is generated forward in the traveling direction of the host vehicle M (leftward in FIG. 6B), for example, when the host vehicle M is decelerating. Alternatively, it is executed when gravitational acceleration acts forward in the traveling direction of the host vehicle M, such as when traveling downhill. When the host vehicle M is decelerated, the backward acceleration in the traveling direction of the host vehicle M acts on the host vehicle M, so that the driver feels the inertial force forward in the traveling direction of the host vehicle M. Further, as shown in FIG. 6B, the vehicle seat 82 is slid forward in the traveling direction of the host vehicle M, so that the driver feels the inertia force forward of the traveling direction of the host vehicle M more greatly. As a result, the driver experiences an acceleration greater than the acceleration acting on the host vehicle M by the deceleration operation. Further, when the host vehicle M travels downhill, the gravitational acceleration forward in the traveling direction of the host vehicle M acts on the host vehicle M, and the driver feels the gravitational acceleration forward in the traveling direction of the host vehicle M. Further, as shown in FIG. 6B, the vehicle seat 82 is slid forward in the traveling direction of the host vehicle M, so that the driver feels the inertia force forward of the traveling direction of the host vehicle M more greatly. As a result, the driver will experience an acceleration that is greater than the acceleration that acts on the host vehicle M when traveling downhill.

  7A shows an example in which the vehicle seat 82 is slid to the left side in the lateral direction of the host vehicle M, and FIG. 7B shows an example in which the vehicle seat 82 is slid to the right side in the lateral direction of the host vehicle M. Show.

  In the example shown in FIG. 7A, the actuator 84 slides the vehicle seat 82 to the left in the lateral direction of the host vehicle M. The control of the vehicle seat 82 shown in FIG. 7A is performed when inertia force is generated in the lateral left direction of the own vehicle M (right direction in FIG. 7A), for example, when the own vehicle M turns right. To be executed. When the host vehicle M turns right, the lateral acceleration of the host vehicle M acts on the host vehicle M, so that the driver feels the inertial force of the host vehicle M leftward in the lateral direction. Further, as shown in FIG. 7A, the vehicle seat 82 is slid to the left side in the lateral direction of the host vehicle M, so that the driver feels the inertial force of the host vehicle M in the lateral direction to the left more greatly. As a result, the driver experiences an acceleration greater than the acceleration acting on the host vehicle M by turning right.

  In the example shown in FIG. 7B, the actuator 84 slides the vehicle seat 82 to the right in the lateral direction of the host vehicle M. The control of the vehicle seat 82 shown in FIG. 7B is performed when inertia force is generated in the lateral direction rightward of the host vehicle M (leftward in FIG. 7B), for example, when the host vehicle M turns left. Executed. When the host vehicle M turns left, the lateral left acceleration of the host vehicle M acts on the host vehicle M, so that the driver feels the lateral rightward inertial force of the host vehicle M. Further, as shown in FIG. 7B, the vehicle seat 82 is slid to the right in the lateral direction of the host vehicle M, so that the driver feels the inertia force of the host vehicle M in the right direction in the lateral direction more greatly. As a result, the driver will experience an acceleration greater than the acceleration acting on the host vehicle M by turning left.

  8A shows an example of turning the vehicle seat 82 clockwise as viewed from above, and FIG. 8B shows an example of turning the vehicle seat 82 counterclockwise as seen from above. ing. In the example shown in FIG. 8A, the actuator 84 turns the vehicle seat 82 clockwise. The control of the vehicle seat 82 shown in FIG. 8A is executed when a clockwise yaw moment is generated in the host vehicle M. When a clockwise yaw moment is generated in the host vehicle M, the driver feels the clockwise yaw moment. Further, as shown in FIG. 8A, the vehicle seat 82 is turned clockwise, so that the driver can experience a clockwise yaw moment more greatly. As a result, the driver feels a yaw moment larger than the yaw moment generated in the host vehicle M.

  In the example shown in FIG. 8B, the actuator 84 turns the vehicle seat 82 counterclockwise. The control of the vehicle seat 82 shown in FIG. 8B is executed when a counterclockwise yaw moment is generated in the host vehicle M. When the counterclockwise yaw moment is generated in the host vehicle M, the driver feels the counterclockwise yaw moment. Further, as shown in FIG. 8B, the driver can also experience a counterclockwise yaw moment more greatly by turning the vehicle seat 82 counterclockwise. As a result, the driver feels a yaw moment larger than the yaw moment generated in the host vehicle M.

  In the example shown in FIGS. 4 to 8, the driver can receive a stimulus as if the host vehicle M is driving in a sport, and the driver can be prevented from falling asleep. In addition, the driver can be entertained by a stimulus as if the host vehicle M is traveling in a sport. Control similar to the control shown in FIGS. 4 to 8 may be performed on the vehicle seat of the occupant of the host vehicle M other than the driver. This makes it possible to awaken or entertain the occupant of the host vehicle M other than the driver.

  Augmented reality information may be displayed on the front window of the host vehicle M in order to wake the driver and suppress the driver's sleep. By displaying the augmented reality information on the front window of the host vehicle M, the driver can also enjoy the augmented reality. Further, by displaying the augmented reality information on the front window of the host vehicle M, the passengers of the host vehicle M other than the driver can be awakened and entertained.

  By the way, when the own vehicle M gets over the step, for example, if the behavior experienced by the driver is made too large compared to the behavior generated in the own vehicle M, the driver may get sick. Therefore, in the vehicle system 1 to which the vehicle seat control device of the first embodiment is applied, an upper limit value may be set for the drive control amount of the actuator 84 and the drive control amount of the actuator 84 may be limited.

  FIG. 9 is a diagram showing the relationship between the behavior that occurs in the host vehicle M when the host vehicle M is traveling and the drive control amount of the actuator 84. The behavior is acceleration or inertial force. In the example shown in FIG. 9, the drive control amount of the actuator 84 increases as the behavior increases. However, when the behavior becomes larger than a certain level, the drive control amount of the actuator 84 is limited to a constant value CAa. The threshold value TH for this behavior is, for example, a value that is generated when the host vehicle M gets over a step. Accordingly, it is possible to suppress the driver from feeling uncomfortable by excessively controlling the actuator 84. Alternatively, when the behavior generated in the host vehicle M is greater than or equal to the value TH, the drive control amount of the actuator 84 may be set to any value greater than or equal to zero and less than or equal to the value CAa. The above-described control for limiting the drive control amount of the actuator 84 may be performed on the vehicle seat 82 only for the driver, and not only the driver's vehicle seat 82 but also the occupant of the host vehicle M other than the driver. You may perform with respect to this vehicle seat.

  FIG. 10 is a flowchart illustrating an example of a flow of processing executed in the vehicle system 1 to which the vehicle seat control device of the first embodiment is applied. The processing of this flowchart is repeatedly executed at a predetermined cycle, for example. First, the actuator drive control unit 86 determines whether or not automatic operation is being executed in a predetermined mode (specifically, the second mode or the third mode) (step S100). When the automatic operation is not being executed in the predetermined mode, the process of one routine of this flowchart is terminated.

  When the automatic driving is being executed in the predetermined mode, the behavior recognition unit 88 executes recognition of the behavior generated in the host vehicle M (step S102). As described above, the behavior recognition unit 88 detects or predicts the behavior occurring in the host vehicle M. Then, the behavior recognition unit 88 determines whether or not a behavior has occurred (or occurs) in the host vehicle M (step S104). If no behavior has occurred (or does not occur) in the host vehicle M, the processing of one routine of this flowchart ends.

  When a behavior has occurred (or occurs) in the host vehicle M, the behavior recognition unit 88 determines whether or not the detected or predicted behavior is larger than the threshold value TH shown in FIG. 9 (step S106). If the behavior is greater than the threshold value TH, there is a possibility that the host vehicle M will get over the step, so the actuator drive control unit 86 limits the drive control amount of the actuator 84 to, for example, the value CAa (step S108), and the process proceeds to step S110. move on. On the other hand, when the behavior detected or predicted by the behavior recognition unit 88 is equal to or less than the threshold value TH, it is estimated that the host vehicle M does not go over the step, and therefore, the drive control amount of the actuator 84 is not limited and the step is not executed. Proceed to S110. Then, the actuator drive control unit 86 drives and controls the actuator 84 in a direction in which the driver feels a behavior larger than the behavior generated in the host vehicle M when the host vehicle M travels (step S110), thereby At least one of the position or posture of the work sheet 82 is changed. In step S110, control of the driver's vehicle seat 82 is performed, but in step S110, similar control may be performed on the vehicle seat of the passenger of the host vehicle M other than the driver.

  As described above, the actuator drive control unit 86 performs step S110 when the automatic operation is performed in the predetermined mode (second mode or third mode) by the automatic operation control unit 100 functioning as the automatic operation control unit. The actuator is driven and controlled. Thereby, the vehicle seat control device of the first embodiment can guide the driver to the awake state in the second mode or the third mode in which the forward monitoring duty is required.

  According to the first embodiment described above, the behavior generated in the vehicle can be experienced by the vehicle occupant with a specific intention of guiding the driver to the awake state.

Second Embodiment
The vehicle system 1 to which the vehicle seat control device of the first embodiment is applied is provided with the automatic operation control unit 100, but the vehicle to which the vehicle seat control device of the second embodiment is applied. The system 1 is not provided with the automatic operation control unit 100. In the vehicle system 1 to which the vehicle seat control device of the second embodiment is applied, in the configuration shown in FIG. 1, the automatic driving control unit 100 is omitted, and the output of the driving operator 80 is the driving force output device 200, It is directly output to the brake device 210 and the steering device 220 (or via a relay device). The outputs of the GNNS receiver 51, the first map information 54, and the vehicle sensor 70 are output directly (or via a relay device) to the behavior recognition unit 88. In the vehicle system 1 to which the vehicle seat control device of the second embodiment is applied, the behavior recognition unit 88 includes the current position of the host vehicle M specified by the GNNS receiver 51 functioning as a vehicle position specifying unit, and the first A behavior occurring in the host vehicle M is predicted based on the map information 54, or a behavior occurring in the host vehicle M is detected based on an output signal of the vehicle sensor 70.

  FIG. 11 is a flowchart illustrating an example of a flow of processing executed in the vehicle system 1 to which the vehicle seat control device of the second embodiment is applied. The processing of this flowchart is repeatedly executed at a predetermined cycle, for example. First, the actuator drive control unit 86 determines whether or not the driver has requested that the drive control of the actuator 84 be executed in order to prevent a snooze (step S200). When the driver does not request to execute the drive control of the actuator 84, the process of one routine of this flowchart is ended. When the driver has requested that the drive control of the actuator 84 be executed, the process proceeds to step S102, and the same processes as those from step S102 to step S110 shown in FIG. 10 are executed.

  FIG. 12 is a flowchart showing another example of the flow of processing executed in the vehicle system 1 to which the vehicle seat control device of the second embodiment is applied. The processing of this flowchart is repeatedly executed at a predetermined cycle, for example. First, the actuator drive controller 86 operates the vehicle interior camera 90 to detect whether or not the driver is likely to fall asleep (step S300). Then, the actuator drive control unit 86 determines whether or not it is necessary to execute drive control of the actuator 84 based on the image captured by the vehicle interior camera 90 to prevent the driver from falling asleep (step). S302). When it is not necessary to execute the drive control of the actuator 84, the process of one routine of this flowchart ends. When the drive control of the actuator 84 needs to be executed, the process proceeds to step S102, and the same processing as that from step S102 to step S110 shown in FIG. 10 is executed.

  In step S102 of FIG. 11 and FIG. 12, the behavior recognition unit 88 detects a behavior that occurs in the host vehicle M, such as acceleration, angular velocity, etc., acting on the host vehicle M, based on the output signal of the vehicle sensor 70. To do. Furthermore, the behavior recognition unit 88 is based on the current position of the host vehicle M specified by the GNNS receiver 51 functioning as a vehicle position specifying unit and the first map information 54, and the host vehicle M is traveling when the host vehicle M is traveling. Predict the behavior that occurs.

  According to the vehicle seat control device of the embodiment described above, the vehicle seat, the actuator that changes at least one of the position or the posture of the vehicle seat, the actuator drive control unit that drives and controls the actuator, and the occurrence in the vehicle A behavior recognition unit that detects or predicts a behavior to be performed, and the actuator drive control unit drives and controls the actuator in a direction in which the driver feels a behavior larger than the behavior generated in the vehicle when the vehicle travels, It is possible to experience the behavior with a specific intention such as awakening the driver who is driving the vehicle or entertaining the occupant of the vehicle.

  As mentioned above, although the form for implementing this invention was demonstrated using embodiment, this invention is not limited to such embodiment at all, In the range which does not deviate from the summary of this invention, various deformation | transformation and substitution Can be added.

DESCRIPTION OF SYMBOLS 1 ... Vehicle system, 10 ... Camera, 12 ... Radar apparatus, 14 ... Finder, 16 ... Object recognition apparatus, 20 ... Communication apparatus, 30 ... HMI, 50 ... Navigation apparatus, 51 ... GNSS receiver, 52 ... Navigation HMI, 53 ... route determination unit, 54 ... first map information, 60 ... MPU, 61 ... recommended lane determination unit, 62 ... second map information, 70 ... vehicle sensor, 80 ... driving operator, 82 ... vehicle seat, 84 ... actuator , 86 ... Actuator drive control unit, 88 ... Behavior recognition unit, 90 ... Vehicle interior camera, 100 ... Automatic operation control unit, 120 ... First control unit, 121 ... External world recognition unit, 122 ... Own vehicle position recognition unit, 123 ... Action plan generation unit 140 ... second control unit 141 ... travel control unit 200 ... travel drive force output device 210 ... brake device 220 ... steering device M ... self Both

Claims (9)

A vehicle seat;
An actuator for changing at least one of a position or a posture of the vehicle seat;
An actuator drive control unit for driving and controlling the actuator;
A behavior recognition unit that detects or predicts behavior occurring in the vehicle,
The actuator drive control unit drives and controls the actuator in a direction in which a driver feels a behavior larger than a behavior generated in the vehicle when the vehicle travels;
Vehicle seat control device. An automatic driving control unit for executing automatic driving for automatically controlling at least one of acceleration / deceleration and steering of the vehicle;
The vehicle seat includes a driver seat,
The actuator drive control unit operates at least an actuator corresponding to the driver's seat when the automatic operation is being executed in a predetermined mode by the automatic operation control unit;
The vehicle seat control device according to claim 1. The actuator drive control unit corresponds to at least the driver seat so as to tilt at least the driver seat when the automatic operation is executed in the predetermined mode by the automatic operation control unit. Actuate the actuator,
The vehicle seat control device according to claim 2. The behavior recognition unit detects an acceleration acting on the vehicle when the vehicle travels,
The actuator drive control unit drives and controls the actuator in a direction in which the driver feels an acceleration larger than the acceleration detected by the behavior recognition unit;
The vehicle seat control device according to any one of claims 1 to 3. An action plan generator for generating a target trajectory for the vehicle to travel in the future;
The behavior recognition unit predicts an acceleration acting on the vehicle when the vehicle travels based on the target trajectory generated by the action plan generation unit,
The actuator drive control unit drives and controls the actuator in a direction in which the driver feels an acceleration larger than the acceleration predicted by the behavior recognition unit;
The vehicle seat control device according to claim 2 or 3. A vehicle position specifying unit for specifying the position of the vehicle;
Map information,
The behavior recognition unit predicts an acceleration acting on the vehicle when the vehicle travels based on the current position of the vehicle specified by the vehicle position specifying unit and the map information.
The actuator drive control unit drives and controls the actuator in a direction in which the driver feels an acceleration larger than the acceleration predicted by the behavior recognition unit;
The vehicle seat control device according to any one of claims 1 to 5. The actuator drive control unit limits the drive control amount of the actuator when the behavior detected or predicted by the behavior recognition unit is larger than a threshold value.
The vehicle seat control device according to any one of claims 1 to 6. The computer installed in the vehicle
Detecting or predicting behavior occurring in the vehicle,
Changing at least one of the position or the posture of the vehicle seat by driving and controlling the actuator in a direction in which the driver feels a behavior larger than the behavior generated in the vehicle when the vehicle is traveling;
Vehicle seat control method. In the computer installed in the vehicle,
Detecting or predicting the behavior occurring in the vehicle,
Changing at least one of the position or the posture of the vehicle seat by driving the actuator in a direction in which the driver feels a behavior larger than the behavior generated in the vehicle when the vehicle is traveling;
Vehicle seat control program.

Images